04rx8-Service Highlights PDF

2004 CONTENTS
Mazda Title Section
RX-8 GENERAL INFORMATION 00

Service ENGINE 01
Highlights SUSPENSION 02
FOREWORD DRIVELINE/AXLE 03
This Service Highlights is intended for use
by service training personnel of Authorized BRAKES 04
Mazda Dealers.
TRANSMISSION/TRANSAXLE 05
All the contents of this manual, including
drawings and specifications, are the latest
available at the time of printing. STEERING 06
Mazda Motor Corporation reserves the right HEATER, VENTILATION & 07
to alter the specifications and contents of AIR CONDITIONING (HVAC)
this manual without obligation or advance RESTRAINTS 08
notice.
All rights reserved. No part of this book BODY & ACCESSORIES 09

may be reproduced or used in any form or
by any means, electronic or © 2003 Mazda Motor Corporation
mechanical—including photocopying and PRINTED IN U.S.A., MARCH 2003
recording and the use of any kind of Form No. 3378–1U–03C
information storage and retrieval Part No. 9999–95–102F–04
system—without permission in writing.
Mazda Motor Corporation

HIROSHIMA, JAPAN
APPLICATION:
This manual is applicable to vehicles
beginning with the Vehicle Identification
Numbers (VIN), and related materials
shown on the following page.
GENERAL INFORMATION 00 SECTION
00–00
Toc of SCT INFORMATION . . . . 00-00

GENERAL
Toc of SCT
00–00 GENERAL INFORMATION
AIM OF DEVELOPMENT . . . . . . . . . . . . . 00–00–1 UNITS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–00–8
New Model Concept . . . . . . . . . . . . . . . 00–00–1 Conversion to SI Units
Outline . . . . . . . . . . . . . . . . . . . . . . . . . 00–00–2 (Système International d'Unités) . . . . 00–00–8
HOW TO USE THIS MANUAL . . . . . . . . . 00–00–7 Rounding Off . . . . . . . . . . . . . . . . . . . . 00–00–8
Vehicle Identification Number (VIN) Upper and Lower Limits . . . . . . . . . . . . 00–00–8
Code . . . . . . . . . . . . . . . . . . . . . . . . . . 00–00–7 SAE STANDARD. . . . . . . . . . . . . . . . . . . 00–00–9
End of Toc
AIM OF DEVELOPMENT
CHU000000022S01
New Model Concept
"New four-door, four-passenger sports car"
• The Mazda RX-8 is an entirely new concept in a state-of-the-art sports car, combining unique sports-car
styling and excellent driving performance, together with the comfort and practicality of a four-door, four-
passenger layout.
External view
CHU0000S003
00–00–1
GENERAL INFORMATION
Outline
Exterior design
• The dynamic styling, from front to back and along the body sides, creates a sense of "motion".
• A compact cabin supported by pronounced overfenders, lowers the visual center of gravity, emphasizing a
sense of "stability".
• A pared-down body shape and a boldly contoured form gives the Mazda RX-8 an aggressive appearance.
Interior design
• Modern, high-quality design
— Vibrant styling from the dashboard to the rear.
— Tight and compact dashboard emphasizes lightness and sophistication by adopting new textures, coloring,
and metallic-look materials that add to its unique style.
— Rotor-motif shift-lever knob and sunvisors employing mesh texturing demonstrate the value and attention
to detail.
• Comfortable interior
— Front and rear console boxes with cup holders.
— Door pockets are provided for road maps or a small bag.
— Sunvisors are equipped with illuminated vanity mirrors.
— Premium audio system with nine BOSE speakers is available, offering an acoustic space of high quality.
CHU0000S018
• Center pillarless freestyle doors providing

unhindered access to the cabin have been
adopted.
• Trunk compartment with a practical capacity
— A storage capacity of approx. 290 L {306 US
qt, 255 lmp qt}, sufficient for two golf bags or
two size-67 Samsonite suitcases, has been
realized by lowering the floor thanks to the
emergency puncture repair kit which requires
no spare tire.
CHU0000S017
00–00–2
GENERAL INFORMATION
Engine - the "RENESIS" - a new-generation rotary engine
• Engine
— 13B-multi side port (MSP) (High power and Standard power), new-generation rotary engine has been
adopted.
— Side exhaust system has been adopted by transferring the exhaust ports from the rotor housing to the side
housing. 00–00
— The intake port area has been in increased by 30% over previous rotary engines. This results in reduced
intake resistance and increased air flow which makes more power.
— Cut-off seals have been provided between the oil seals and the side seals of the rotors, preventing
combustion gas from flowing into the intake air process.
— Keystone-shaped (wedge-shaped) side seals have been adopted for increased sealing performance.
— Ribs in the side housing and rotors have been decreased in thickness and weight while maintaining high
rigidity.
— Spark plugs with iridium tips have been adopted for improved heat resistance and durability.
— Flank cuts on the corners of the rotors provide improved exhaust efficiency by delaying the exhaust-port
closing timing.
AUXILIARY PORT SIDE EXHAUST

(HIGH POWER ONLY) (RX-8)
EXHAUST PORT
INTAKE PORT
PERIPHERAL EXHAUST
(RX-7)
EXHAUST PORT
EXHAUST PORT
CHU0000S020
• Intake and control

— Sequential dynamic air intake system (S-DAIS) has been adopted, realizing powerful output at high engine
speed provides a wide-range of torque in the low and medium-speed ranges through full use of air intake
pulsating unique to the rotary engine.
— Large, low-resistance air cleaner and variable fresh air duct (VFAD) (High power only) have been adopted.
HIGH POWER
THROTTLE VALVE
VARIABLE FRESH AIR DUCT
VARIABLE DYNAMIC EFFECT

INTAKE VALVE
INTAKE MANIFOLD
AIR CLEANER
FRESH AIR DUCT
AUXILIARY PORT VALVE
SECONDARY SHUTTER VALVE
CHU0000S013
00–00–3
GENERAL INFORMATION
— Three injectors per rotor have been provided on the High power model (2 per rotor for Standard power).
Together with the electronically controlled (drive-by-wire) throttle valves and the 32-bit powertrain control
module (PCM), the injector arrangement has realized fine control of the air-fuel ratio and reduced response
time.
— New jet air fuel mixing system that promotes
atomization, vaporization, and mixing of fuel
has been adopted on the intake port unique to
the rotary engine, realizing improved
combustion and reduced fuel consumption.
JET AIR FUEL MIXING SYSTEM

CHU0000S014
Advanced front-midship layout

• Combination of state-of-the-art technologies such as a compact rotary engine, a thin engine oil pan, a forward-
located air intake system, a compact air-conditioning unit, has produced a small and light powerplant package.
• Adoption of an advanced front-midship layout,
NO SPARE TIRE DUE TO
saddle-shaped plastic fuel tank, and an ADOPTION OF EMERGENCY
emergency puncture repair kit requiring no spare PUNCTURE REPAIR KIT
tire has realized a 50-50 front/rear weight
distribution, minimal yaw-inertia moment, and
high roll-rigidity.
50% 50%
FUEL TANK LOCATED

ADVANCED FRONT-MIDSHIP
WITHIN WHEELBASE
LAYOUT
RX-7
RX-8
RENESIS ENGINE
CHU0000S002
00–00–4
GENERAL INFORMATION
Suspension and steering
• Tire pressure monitoring system
— The tire pressure monitoring system (TPMS) has been adopted to assist the driver in understanding the tire
status to improve the safety.
• Front suspension
— Newly developed, in-wheel type double-wishbone suspension has been adopted. 00–00
— Relatively long arms promote linear alignment changes during bounce and rebound, realizing excellent
controllability at the vehicle handling limits in diverse road and driving conditions.
LARGE-DIAMETER MONOTUBE
SHOCK ABSORBER
HOT-FORGED-ALUMINUM
UPPER ARM
FORGED-ALUMINUM
LOWER ARM
LIGHT, RIGID SUBFRAME
CHU0000S007
• Rear suspension
— Multi-link suspension employing five links per wheel has been adopted.
— Excellent handling stability, ride comfort, and road noise performance have been realized by optimizing
each link arrangement in consideration of geometry and compliance in order to maintain the optimum tire
contact area at any time in the optimal condition against external forces during driving.
REAR KNUCKLE MADE OF LIGHTWEIGHT,
HIGHLY RIGID HOT-FORGED-ALUMINUM LARGE-DIAMETER MONOTUBE
FOR IMPROVED REAR TIRE RESPONSE SHOCK ABSORBER
BY DECREASING WEIGHT UNDER SPRINGS.
LONG-LINK SUSPENSION MOUNTING POINT LAYOUT

FOR IDEAL CHANGE IN GEOMETRY
LIGHT, RIGID SUBFRAME
CHU0000S008
00–00–5
GENERAL INFORMATION
• Electric power steering (Rack assist type)
— To provide the driver with appropriate road
feel, the power steering system employs
computer controlled power assistance
characteristic based on vehicle speed and a
rack assist mechanism with a motor installed
on the same axis as the rack.
CHU0000S009
Brake
• Large-diameter, 17-inch type front brakes have been adopted on sport-suspension vehicles for consistent
stopping power.
• 16-inch type front brakes have been adopted on standard-suspension vehicles.
• 16-inch type rear brakes have been adopted on both for sport and standard-suspension vehicles.
Transmission
• Manual transmission
— Cross-ratio six-speed manual transmission has been adopted on the 13B-MSP (High power).
• Automatic transmission (13B-MSP (Standard power))
— Four-speed sport automatic transmission has been adopted that can be shifted up/down by operating the
one-touch steering-wheel-mounted switches.
— Shift patterns have been adopted that optimize the frequently used operating positions of N-D and manual
modes by reducing the shift-lever stroke.
Safety
• Lightweight and highly rigid safe body structure developed uniquely for the Mazda RX-8 has achieved high
international standards of crash safety.
• Reinforcement with high strength has been installed on the area equivalent to the center pillar on the rear
doors, realizing strength nearly equal to that of a center pillar of a standard sedan.
• Dual-inflator type air bags that control deployment of the air bags in two stages by detecting the scale of an
impact have been adopted for front-seat passengers.
• Curtain air bags have been adopted that deploy and cover the front and rear windows and protect the heads of
front and rear passengers.
• Side air bags effective in protecting the upper abdomen of passengers have been adopted and installed in the
outboard sides of the front seat backs.
• Pre-tensioner and load limiter mechanisms have been adopted for the front seat belts.
• Intrusion minimizing mechanism has been adopted for the brake pedal.
• ISO-FIX anchors and tether straps have been adopted for installing child restraint systems on the rear seats.
• Aluminum hood with a shock-absorbing cone structure has been adopted in consideration of pedestrian
protection.
End Of Sie
00–00–6
GENERAL INFORMATION
HOW TO USE THIS MANUAL
CHU000000001S02
Vehicle Identification Number (VIN) Code
J M1 FE17N *4 # 1 2 3 4 5 6
00–00
Serial No.
0= Hiroshima
Plant 1= Hofu
Model year 4=2004, 5=2005...
Check Digit *=0 to 9, X
N= 13B-Standard power
Engine type 3= 13B-High power
Body style 7= Coupe
Restraint system 1=Drv. & Pass.-A/B,

Side A/B, Curtain A/B
Vehicle type FE= Mazda RX-8

World manufacturer identification JM1= Mazda/passenger car
CHU0000S001
End Of Sie
00–00–7
GENERAL INFORMATION
UNITS
CHU000000002S01
Electrical current A (ampere)

Electric power W (watt)
Electric resistance ohm
Electric voltage V (volt)
mm (millimeter)
Length
in (inch)
kPa (kilo pascal)
Negative pressure mmHg (millimeters of mercury)
inHg (inches of mercury)
kPa (kilo pascal)
Positive pressure kgf/cm2 (kilogram force per square

centimeter)
psi (pounds per square inch)
N·m (Newton meter)
kgf·m (kilogram force meter)
Torque kgf·cm (kilogram force centimeter)
ft·lbf (foot pound force)
in·lbf (inch pound force)
L (liter)
US qt (U.S. quart)
Imp qt (Imperial quart)
Volume ml (milliliter)
cc (cubic centimeter)
cu in (cubic inch)
fl oz (fluid ounce)
g (gram)
Weight
oz (ounce)
Conversion to SI Units (Système International d'Unités)

• All numerical values in this manual are based on SI units. Numbers shown in conventional units are converted
from these values.
Rounding Off
• Converted values are rounded off to the same number of places as the SI unit value. For example, if the SI unit
value is 17.2 and the value after conversion is 37.84, the converted value will be rounded off to 37.8.
Upper and Lower Limits

• When the data indicates upper and lower limits, the converted values are rounded down if the SI unit value is
an upper limit and rounded up if the SI unit value is a lower limit. Therefore, converted values for the same SI
unit value may differ after conversion. For example, consider 2.7 kgf/cm2 in the following specifications:
210—260 kPa {2.1—2.7 kgf/cm2, 30—38 psi}

270—310 kPa {2.7—3.2 kgf/cm2, 39—45 psi}
• The actual converted values for 2.7 kgf/cm2 are 265 kPa and 38.4 psi. In the first specification, 2.7 is used as
an upper limit, so the converted values are rounded down to 260 and 38. In the second specification, 2.7 is
used as a lower limit, so the converted values are rounded up to 270 and 39.
End Of Sie
00–00–8
GENERAL INFORMATION
SAE STANDARD
CHU000000003S01
• In accordance with new regulations, SAE (Society of Automotive Engineers) standard names and
abbreviations are now used in this manual. The table below lists the names and abbreviations that have been
used in Mazda manuals up to now and their SAE equivalents.
SAE Standard SAE Standard 00–00
Remark Remark
Abbreviation Name Abbreviation Name
AP Accelerator Pedal MAP Manifold Absolute Pressure
APP Accelerator Pedal Position MAF Mass Air Flow
ACL Air Cleaner MAF sensor Mass Air Flow Sensor
A/C Air Conditioning MFL Multiport Fuel Injection
A/F Air Fuel Ratio OBD On-board Diagnostic System
BARO Barometric Pressure OL Open Loop
B+ Battery Positive Voltage OC Oxidation Catalytic Converter
CMP sensor Camshaft Position Sensor O2S Oxygen Sensor
LOAD Calculated Load Value PNP Park/Neutral Position
CAC Charge Air Cooler PID Parameter Identification
CLS Closed Loop System PSP Power Steering Pressure
CTP Closed Throttle Position PCM Powertrain Control Module #3
CPP Clutch Pedal Position
Pulsed
Continuous Fuel Injection PAIR Pulsed Secondary Air Injection
CIS injection
System
CKP sensor Crankshaft Position Sensor Injection
DLC Data Link Connector AIR Secondary Air Injection with air
DTM Diagnostic Test Mode #1 pump
DTC Diagnostic Trouble Code(s) SAPV Secondary Air Pulse Valve
DI Distributor Ignition Sequential Multiport Fuel
SFI
DLI Distributorless Ignition Injection
EI Electronic Ignition #2 3GR Third Gear
ECT Engine Coolant Temperature TWC Three Way Catalytic Converter
EM Engine Modification TB Throttle Body
EVAP Evaporative Emission TP Throttle Position
EGR Exhaust Gas Recirculation TP sensor Throttle Position Sensor
FC Fan Control TCC Torque Converter Clutch
FF Flexible Fuel Transmission (Transaxle) Control
TCM
4GR Fourth Gear Module
GEN Generator TR Transmission (Transaxle) Range
GND Ground TC Turbocharger
With VSS Vehicle Speed Sensor
HO2S Heated Oxygen Sensor
heater VR Voltage Regulator
IAC Idle Air Control VAF sensor Volume Air Flow Sensor
IAT Intake Air Temperature Warm Up Three Way Catalytic
WU-TWC #4
KS Knock Sensor Converter
MIL Malfunction Indicator Lamp WOP Wide Open Throttle
#1 : Diagnostic trouble codes depend on the diagnostic test mode.

#2 : Controlled by the PCM
#3 : Device that controls engine and powertrain
#4 : Directly connected to exhaust manifold
End Of Sie
00–00–9
ENGINE 01SECTION
01–00
Toc of SCT . . . . . . . . . . . . . . . . . . 01-00
OUTLINE EXHAUST SYSTEM . . . . . . . . . 01-15
ON-BOARD DIAGNOSTIC . . . . 01-02 EMISSION SYSTEM. . . . . . . . . 01-16
MECHANICAL. . . . . . . . . . . . . . 01-10 CHARGING SYSTEM. . . . . . . . 01-17
LUBRICATION . . . . . . . . . . . . . 01-11 IGNITION SYSTEM . . . . . . . . . 01-18
COOLING SYSTEM . . . . . . . . . 01-12 STARTING SYSTEM . . . . . . . . 01-19
INTAKE-AIR SYSTEM . . . . . . . 01-13 CRUISE CONTROL SYSTEM . 01-20
FUEL SYSTEM . . . . . . . . . . . . . 01-14 CONTROL SYSTEM . . . . . . . . 01-40
Toc of SCT
01–00 OUTLINE
ENGINE ABBREVIATIONS . . . . . . . . . . . 01–00–1 ENGINE SPECIFICATIONS . . . . . . . . . . 01–00–2
ENGINE FEATURES . . . . . . . . . . . . . . . . 01–00–2
End of Toc
ENGINE ABBREVIATIONS
CHU010002000S01
A/C Air Conditioner L/F Leading Front

API American Petroleum Institute LF Left Front
APV Auxiliary Port Valve LH Left Hand
AT Automatic Transmission LO Low
ATDC After Top Dead Center L/R Leading Rear
ABDC After Bottom Dead Center LR Left Rear
BBDC Before Bottom Dead Center MSP Multi Side Port
BTDC Before Top Dead Center MT Manual Transmission
CAN Controller Area Network RH Right Hand
CCM Comprehensive Component Monitor RP1 Rear Primary 1
DC Drive Cycle RP2 Rear Primary 2
DLI Distributorless Ignition RR Right Rear
F/P Fuel Pump RS Rear Secondary
FP1 Front Primary 1 SAE Society of Automotive Engineers
FP2 Front Primary 2 SST Special Service Tool
FS Front Secondary SSV Secondary Shutter Valve
HI High SW Switch
IC Integrated Circuit T/F Trailing Front
IG Ignition T/R Trailing Rear
KAM Keep Alive Memory VDI Variable Dynamic Effect Intake
KOEO Key On Engine Off VFAD Variable Fresh Air Duct
KOER Key On Engine Running WDS Worldwide Diagnostic System
End Of Sie
01–00–1
OUTLINE
ENGINE FEATURES
CHU010002000S02
• A side intake and exhaust port system adopted

• 2-piece apex seals adopted
Improved power performance • Keystone shaped side seals adopted
• Cut-off seal adopted
• A lightweight flywheel adopted
• Advanced front mid-ship layout adopted
Improved driving performance • Drive-by-wire system, which opens and closes throttle valve by throttle actuator,
adopted
Improved engine torque and
• Sequential dynamic air intake system (S-DAIS) adopted
output
Improved startability • A reduction type starter adopted
• Thin walls on the side housings adopted
• Lightweight rotors adopted
• Aluminum rotor housings adopted
• Aluminum engine mount brackets adopted
Reduced weight
• A compact oil filter adopted
• A thin oil pan made of steel adopted
• An oil strainer made of plastic adopted
• A down flow type radiator with aluminum core and plastic tank adopted
• A regulatorless generator with built-in power transistor adopted
Miniaturization
• A built-in type water pump adopted
• Bathtub shaped combustion chambers adopted
Improved fuel economy • By-pass valve in the eccentric shaft adopted
• Anti-wet port adopted
Improved idle fuel economy • Jet air fuel mixing system adopted
Reduced engine noise and • Oil-filled engine mount rubber adopted
vibration • A cooling fan with electric motor adopted
• A degassing type coolant reserve tank adopted
Improved reliability • An independent ignition control system with distributorless ignition coil adopted
• A battery duct adopted
Improved durability • A spark plug with an iridium tip adopted
• A two-rotor type trochoid oil pump adopted
Improved lubricity
• An electric type metering oil pump adopted
Improved safety • A starter interlock switch adopted (MT)
• Nylon tubes adopted for fuel hoses in the engine compartment and around the fuel
Improved serviceability
tank, and quick release connectors adopted for joints
Wiring harness simplification • Controller area network (CAN) adopted
• Returnless fuel system adopted
Reduction of evaporative gas
• Evaporative purge control adopted
• Secondary air injection (AIR) system with electric secondary air injection (AIR) pump
Improved exhaust purification adopted
• TWC system adopted
End Of Sie
ENGINE SPECIFICATIONS
CHU010002000S03
Specifications
Item 13B-MSP 13B-MSP
(Standard power) (High power)
MECHANICAL
Engine type Rotary
Rotor arrangement and number In-line 2-rotor, longitudinal
Combustion chamber type Bathtub
Displacement (ml {cc, cu in}) 654 {654, 40.0}×2
Compression ratio 10.0
Compression pressure (kPa {kgf/cm2, psi} [rpm]) 830 {8.5, 120}[250]
01–00–2
2004 Mazda RX-8 Service Highlights (3378-1U-03C)
OUTLINE
Specifications
Primary port 3°
Open Secondary port ATDC 12°
Auxiliary port – 38°
IN
Primary port 60° 65° 01–00
Port timing
Close Secondary port ABDC 45° 36°
Auxiliary port – 80°
Open BBDC 40° 50°
EX
Close BTDC 3°
LUBRICATION SYSTEM
Type Force-fed type
Type Trochoid gear
Oil pump Relief valve opening pressure (kPa {kgf/cm2, 441—490 {4.5—5.0, 64.0—71.0}
(approx. quantity) psi} )
Type Full-flow
Oil filter Relief valve opening pressure (kPa {kgf/cm 2,
78—118 {0.8—1.2, 11.4—17.1}
(approx. quantity) psi} )
Oil pressure (approx. quantity)
[oil temperature 100°C {212°F}] (kPa {kgf/cm2, psi} [rpm] ) 350 {3.57, 50.8} [3,000]
Oil capacity Oil replacement 3.3 {3.5, 2.9}

(approx. quantity) Oil and oil filter replacement 3.5 {3.7, 3.1}
(L {US qt, lmp qt}) Engine overhaul 4.7 {5.0, 4.1}
Total (dry engine) 5.8 {6.1, 5.1} 6.7 {7.1, 5.9}
API service SL
Recommended oil SAE viscosity 5W–20
ILSAC GF–3
COOLING SYSTEM
Type Water-cooled, forced circulation
Coolant capacity (L {US qt, lmp qt}) 9.8 {10.4, 8.6}
Water pump Centrifugal, V-ribbed belt-driven
Type Wax
Opening temperature (°C {F°}) 80—84 {176—183}
Thermostat
Full-open temperature (°C {F°}) 95 {203}
Full-open lift (mm {in}) 8.5 {0.33} or more
Radiator Type Corrugated fin
Cap valve opening pressure
Cooling system cap 73.3—103.3 {0.748—1.053, 10.63—14.98}
(kPa {kgf/cm2, psi} )
Type Electronic
Cooling fan No.1: 5,
Cooling fan Number of blades
Cooling fan No.2: 7
Outer diameter (mm {in}) 300 {11.8}
FUEL SYSTEM
Type Multiple hole design
Injector Type of fuel delivery Top-feed
Type of drive Electronic
Pressure regulator control pressure (kPa {kgf/cm2, psi}) Approx. 390 {3.98, 56.6}
Fuel pump type Electric
Fuel tank capacity (approx.
(L {US gal, lmp gal}) 60 {15.9, 13.2}
quantity)
Fuel type Unleaded premium (unleaded high-octane) gasoline
EMISSION SYSTEM
AIR system Air pump, air control valve
Catalyst type Three-way catalyst (monolithic)
EVAP control system Canister design
01–00–3
2004 Mazda RX-8 Service Highlights (3378-1U-03C)
OUTLINE
Specifications
PCV system Closed design
CHARGING SYSTEM
Voltage (V) 12
Battery Type and capacity 50D20L (40) , 55D23L (48)*2
*1
(A·h)
(5 hour rate) 75D23L (52)*3, 75D26L (52)*3
Out-put (V–A) 12—100
Generator Regulated voltage (V)
Controlled by PCM
Self diagnosis function
IGNITION SYSTEM
Type Distributorless ignition (DLI)
Spark advance Electric
Ignition system When idling:T/F-L/F-T/R-L/R
Firing order Except for idling: L/F-T/F-L/R-T/R
(Independent ignition control)
Leading side RE7A-L*4, (RE6A-L)*5
Spark plug Type NGK
Trailing side RE9B-T*4
STARTING SYSTEM
Type Coaxial reduction
Starter
Output (kW) AT: 1.8, MT: 1.4
CONTROL SYSTEM
Neutral switch (MT) ON/OFF
CPP switch (MT) ON/OFF
SSV switch ON/OFF
APV position sensor – Hall element
ECT sensor Thermistor
IAT sensor Thermistor
TP sensor Hall element
APP sensor Hall element
MAF sensor (Inside MAF) Hot-wire
Front HO2S Zirconia element (all range air/fuel ratio sensor)
Rear HO2S Zirconia element (Stoichiometric air/fuel ratio sensor)
BARO sensor Piezoelectric element
KS Piezoelectric element
Eccentric shaft position sensor Magnetic pickup
Metering oil pump switch ON/OFF
Brake switch ON/OFF
Throttle valve actuator DC motor
APV motor – DC motor
Fuel injector (primary 1) Multiple hole type (12 holes)
Fuel injector (secondary) Multiple hole type (4 holes)
Multiple hole type
Fuel injector (primary 2) –
(4 holes)
Stepping motor (in metering oil pump) Stepping motor
*1 : MT
*2 : AT
*3 : Cold area
*4 : Standard equipment
*5 : Hot type plug: Available only for customers who often drive their car at very low speed which causes the plugs
to foul easily.
End Of Sie
01–00–4 Revised 3/2004 (Ref. No. R014/04)

ON-BOARD DIAGNOSTIC
01–02 ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC OUTLINE . . . 01–02–1 On-board Device Control . . . . . . . . . . . 01–02–7
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–02–1 DLC-2 Outline . . . . . . . . . . . . . . . . . . . . 01–02–7
Block Diagram . . . . . . . . . . . . . . . . . . . 01–02–1 DTC DETECTION LOGIC AND
DIAGNOSTIC TEST MODE. . . . . . . . . . . 01–02–2 CONDITIONS . . . . . . . . . . . . . . . . . . . . . 01–02–7
Sending Diagnostic Data . . . . . . . . . . . 01–02–2 KOEO/KOER SELF-TEST . . . . . . . . . . . . 01–02–15
Sending Freeze Frame Data . . . . . . . . 01–02–3 KOEO (Key ON, Engine Off) 01–02
Sending Emission-related Self-test . . . . . . . . . . . . . . . . . . . . . . . . 01–02–15
Malfunction Code . . . . . . . . . . . . . . . . 01–02–4 KOER (Key ON, Engine Running)
Sending Intermittent Monitoring System Self-test . . . . . . . . . . . . . . . . . . . . . . . . 01–02–15
Test Results . . . . . . . . . . . . . . . . . . . . 01–02–6 PID/DATA MONITOR AND RECORD . . . 01–02–18
Sending Continuous Monitoring System SIMULATION TEST . . . . . . . . . . . . . . . . . 01–02–20
Test Results . . . . . . . . . . . . . . . . . . . . 01–02–6
End of Toc
ON-BOARD DIAGNOSTIC OUTLINE
CHU010200102S01
Features
To meet the OBD-II regulations • Diagnostic test modes adopted
Improved serviceability • DTCs adopted
• KOEO/KOER self-test function adopted
• PID/DATA monitor function adopted
• Simulation test function adopted
Block Diagram
PCM
OBD SYSTEM
MALFUNCTION
INDICATION MIL
FUNCTION
DLC-2
TESTER
MEMORY
COMMUNICATION CAN
FUNCTION
FUNCTION
WDS OR
EQUIVALENT
PID DATA SIMULATION

DETECTION
MONITOR TEST
FUNCTION
FUNCTION FUNCTION
FAIL-SAFE
FUNCTION
INPUT DEVICE ENGINE CONTROL SYSTEM OUTPUT DEVICE
CHU0102S001
End Of Sie
01–02–1
ON-BOARD DIAGNOSTIC
DIAGNOSTIC TEST MODE
CHU010200102S02
• To meet OBD-II regulations, the following diagnostic test modes have been adopted.
Diagnostic test mode Item
Mode 01 Sending diagnostic data (PID data monitor/On-board system readiness test)
Mode 02 Sending freeze frame data
Mode 03 Sending emission-related malfunction code (DTC)
Mode 04 Clearing/resetting emission-related malfunction information
Mode 06 Sending intermittent monitoring system test results (DMTR)
Mode 07 Sending continuous monitoring system test results (pending code)
Mode 08 On-board device control (simulation test, active command mode)
Mode 09 Request vehicle information
Sending Diagnostic Data

PID data monitor
• The PID data monitor items are shown below.
PID data monitor table
—: Not applicable
Full names Unit
Fuel system loop status Refer to list below.
LOAD %
ECT °C °F
Short term fuel trim %
Long term fuel trim %
Engine speed rpm
Vehicle speed km/h mph
Spark advance °
IAT °C °F
MAF g/s
Absolute TP %
AIR control status —
O2S location —
Input voltage from rear HO2S V
Target A/F fuel trim %
OBD requirement according to vehicle design —
Time since engine start s
Distance travelled while MIL is activated km miles
Purge solenoid valve control signal %
Fuel tank level %
Number of warm-ups since DTCs cleared —
Distance travelled since DTCs cleared km miles
BARO kPa
Lambda —
Front HO2S output current mA
Estimated catalyst converter temperature °C °F
PCM power supply voltage V
Absolute load value %
Relative TP %
TP from TP sensor No.2 %
APP from APP sensor No.1 %
Throttle actuator control signal %
01–02–2
ON-BOARD DIAGNOSTIC
Meaning of fuel system loop status
• The following information is displayed on the tester.
— Feedback operating: HO2S being used for feedback is normal.
— Feedback stops: ECT is lower than the determined feedback zone.
— Feedback stops: Open loop due to driving condition.
— Feedback stops: Open loop due to detected system fault.
On-board system readiness test 01–02

• The items supported by the on-board system readiness test are shown below.
Continuous monitoring system
— HO2S heater
— Thermostat
— Fuel system
— Misfire
— CCM
Intermittent monitoring system
— HO2S
— AIR system
— Catalyst
— EVAP system
Sending Freeze Frame Data

• The Freeze Frame Data monitor items are shown below.
Freeze Frame Data monitor table
—: Not applicable
Full names Unit
DTC that caused required Freeze Frame Data storage —
Fuel system loop status Refer to list below.
LOAD %
ECT °C °F
Short term fuel trim %
Long term fuel trim %
Engine speed rpm
Vehicle speed km/h mph
Spark advance °
IAT °C °F
MAF g/s
Absolute TP %
AIR control status —
Time since engine start s
Purge solenoid valve control signal %
Fuel tank level %
Number of warm-ups since DTCs cleared —
Distance travelled since DTCs cleared km miles
BARO kPa
Estimated catalyst converter temperature °C °F
PCM power supply voltage V
Lambda —
Absolute load value %
Relative TP %
Throttle actuator control signal %
01–02–3
ON-BOARD DIAGNOSTIC
Meaning of fuel system loop status
• The following information is displayed on the tester.
— Feedback operating: HO2S being used for feedback is normal.
— Feedback stops: ECT is lower than the determined feedback zone.
— Feedback stops: Open loop due to driving condition.
— Feedback stops: Open loop due to detected system fault.
Sending Emission-related Malfunction Code

• The DTCs are shown below.
DTC table
×: Applicable
—: Not applicable
Memory
DTC No. Condition MIL DC Monitor item* function
P0030 Front HO2S heater control circuit problem ON 2 HO2S heater ×
P0031 Front HO2S heater control circuit low ON 2 HO2S heater ×
P0032 Front HO2S heater control circuit high ON 2 HO2S heater ×
P0037 Rear HO2S heater control circuit low ON 2 HO2S heater ×
P0038 Rear HO2S heater control circuit high ON 2 HO2S heater ×
P0076 VDI solenoid valve control circuit low OFF 2 CCM ×
P0077 VDI solenoid valve control circuit high OFF 2 CCM ×
P0101 MAF sensor circuit range/performance problem ON 2 CCM ×
P0102 MAF sensor circuit low input ON 1 CCM ×
P0103 MAF sensor circuit high input ON 1 CCM ×
P0107 BARO sensor circuit low input ON 1 CCM ×
P0108 BARO sensor circuit high input ON 1 CCM ×
P0111 IAT sensor circuit range/performance problem ON 2 CCM ×
P0112 IAT sensor circuit low input ON 1 CCM ×
P0113 IAT sensor circuit high input ON 1 CCM ×
P0117 ECT sensor circuit low input ON 1 CCM ×
P0118 ECT sensor circuit high input ON 1 CCM ×
P0122 TP sensor No.1 circuit low input ON 1 CCM ×
P0123 TP sensor No.1 circuit high input ON 1 CCM ×
P0125 Insufficient coolant temperature for closed loop fuel control ON 2 CCM ×
P0126 Insufficient coolant temperature for stable operation ON 2 Thermostat ×
P0128 Coolant thermostat problem ON 2 Thermostat ×
P0130 Front HO2S circuit problem ON 2 HO2S ×
P0131 Front HO2S circuit low voltage ON 2 HO2S ×
P0132 Front HO2S circuit high voltage ON 2 HO2S ×
P0133 Front HO2S circuit slow response ON 2 HO2S ×
P0138 Rear HO2S circuit high voltage ON 2 HO2S ×
P0139 Rear HO2S circuit slow response ON 2 HO2S ×
P0171 System too lean ON 2 Fuel system ×
P0172 System too rich ON 2 Fuel system ×
P0222 TP sensor No.2 circuit low input ON 1 CCM ×
P0223 TP sensor No.2 circuit high input ON 1 CCM ×
P0300 Random misfire detected Flash/ON 1 or 2 Misfire ×
P0301 Front rotor misfire detected Flash/ON 1 or 2 Misfire ×
P0302 Rear rotor misfire detected Flash/ON 1 or 2 Misfire ×
P0327 KS circuit low input ON 1 CCM ×
P0328 KS circuit high input ON 1 CCM ×
P0335 Eccentric shaft position sensor circuit problem ON 1 CCM ×
Eccentric shaft position sensor circuit range/performance
P0336 ON 1 CCM ×
problem
P0410 AIR system problem ON 2 AIR system ×
P0420 Catalyst system efficiency below threshold ON 2 Catalyst ×
P0441 EVAP system incorrect purge flow ON 2 EVAP system ×
01–02–4
ON-BOARD DIAGNOSTIC
Memory
P0442 EVAP system leak detected (small leak) ON 2 EVAP system ×
P0443 Purge solenoid valve circuit problem ON 2 CCM ×
P0446 EVAP system vent control circuit problem ON 2 EVAP system ×
P0455 EVAP system leak detected (large leak) ON 2 EVAP system ×
P0456 EVAP system leak detected (very small leak) ON 2 EVAP system × 01–02
P0461 Fuel gauge sender unit circuit range/performance problem ON 2 CCM ×
P0462 Fuel gauge sender unit circuit low input ON 2 CCM ×
P0463 Fuel gauge sender unit circuit high input ON 2 CCM ×
P0480 Cooling fan No.1 control circuit problem OFF 2 Other ×
P0481 Cooling fan No.2 control circuit problem OFF 2 Other ×
P0500 VSS circuit problem ON 2 CCM ×
P0505 Idle air control system problem OFF — — —
P0506 Idle air control system RPM lower than expected ON 2 CCM ×
P0507 Idle air control system RPM higher than expected ON 2 CCM ×
P0562 System voltage low (KAM) ON 1 CCM ×
P0564 Cruise control switch input circuit problem OFF 1 Other ×
P0571 Brake switch input circuit problem OFF 1 Other ×
P0601 PCM memory check sum error ON 1 CCM ×
P0602 PCM programming error ON 1 CCM ×
P0604 PCM random access memory error ON 1 CCM ×
P0610 PCM vehicle options error ON 1 CCM ×
P0638 Throttle actuator control circuit range/performance problem ON 1 CCM ×
P0661 SSV solenoid valve control circuit low ON 2 CCM ×
P0662 SSV solenoid valve control circuit high ON 2 CCM ×
P0703 Brake switch No.1 input circuit problem ON 2 CCM ×
P0704 CPP switch input circuit problem ON 2 CCM ×
P0850 Neutral switch input circuit problem ON 2 CCM ×
P1260 Immobilizer system problem OFF 1 Other —
P1574 TP sensor output incongruent ON 1 CCM ×
P1577 APP sensor output incongruent ON 1 CCM ×
P1686 Metering oil pump control circuit low flow side problem ON 1 Other ×
P1687 Metering oil pump control circuit high flow side problem ON 1 Other ×
P1688 Metering oil pump control circuit initial check problem ON 1 Other ×
P2004 APV stuck open ON 2 CCM ×
P2006 APV motor control circuit IC problem ON 2 CCM ×
P2008 APV motor control circuit/open ON 2 CCM ×
P2017 APV position sensor circuit problem ON 2 CCM ×
P2070 SSV stuck open ON 2 CCM ×
P2096 Target A/F feedback system too lean ON 2 Fuel system ×
P2097 Target A/F feedback system too rich ON 2 Fuel system ×
P2101 Drive-by-wire relay control circuit problem ON 1 CCM ×
P2106 Throttle actuator control system-forced limited power ON 1 CCM ×
P2107 Throttle actuator control module processor error ON 1 CCM ×
P2108 Throttle actuator control module performance error ON 1 CCM ×
P2109 TP sensor minimum stop range/performance problem ON 1 CCM ×
P2112 Throttle actuator control system range/performance problem ON 1 CCM ×
Throttle actuator control throttle body range/performance
P2119 ON 2 CCM ×
problem
P2122 APP sensor No.1 circuit low input ON 1 CCM ×
P2123 APP sensor No.1 circuit high input ON 1 CCM ×
P2127 APP sensor No.2 circuit low input ON 1 CCM ×
P2128 APP sensor No.2 circuit high input ON 1 CCM ×
P2135 TP sensor No.1/No.2 voltage correlation problem ON 1 CCM ×
01–02–5
ON-BOARD DIAGNOSTIC
Memory
P2136 TP sensor No.1/No.3 voltage correlation problem ON 1 CCM ×
P2138 APP sensor No.1/No.2 voltage correlation problem ON 1 CCM ×
P2195 Front HO2S signal stuck lean ON 2 HO2S ×
P2196 Front HO2S signal stuck rich ON 2 HO2S ×
P2257 AIR pump relay control circuit low ON 2 CCM ×
P2258 AIR pump relay control circuit high ON 2 CCM ×
P2259 AIR solenoid valve control circuit low ON 2 CCM ×
P2260 AIR solenoid valve control circuit high ON 2 CCM ×
P2270 Rear HO2S signal stuck lean ON 2 HO2S ×
P2271 Rear HO2S signal stuck rich ON 2 HO2S ×
P2401 EVAP system leak detection pump control circuit low ON 2 EVAP system ×
P2402 EVAP system leak detection pump control circuit high ON 2 EVAP system ×
EVAP system leak detection pump sense circuit range/
P2404 ON 2 EVAP system ×
performance problem
P2405 EVAP system leak detection pump sense circuit low ON 2 EVAP system ×
P2406 EVAP system leak detection pump sense circuit high ON 2 EVAP system ×
EVAP system leak detection pump sense circuit intermittent/
P2407 ON 2 EVAP system ×
erratic problem
P2502 Charging system voltage problem OFF 1 Other ×
P2503 Charging system voltage low OFF 1 Other ×
P2504 Charging system voltage high OFF 1 Other ×
*
: Indicates the applicable item in On-Board System Readiness Test defined by CARB.
Sending Intermittent Monitoring System Test Results

• The items supported by the sending intermittent monitoring system are shown below.
Test ID Description Related system
10:01:80 Response lean to rich
HO2S (front HO2S)
10:01:81 Response rich to lean
10:02:01 Rich to lean sensor threshold voltage
10:02:03 Low sensor voltage for switch time calculation
HO2S (rear HO2S)
10:02:04 High sensor voltage for switch time calculation
10:02:05 Rich to lean sensor switching time
10:21:80 Front and rear HO2S switching time ratio Catalyst
10:3A:80 Large leak check
10:3B:80 Small leak check
EVAP system
10:3C:80 Very small leak check
10:3D:80 Purge flow monitor
10:71:80 Secondary airflow test AIR system
10:E1:80 Heat radiation ratio
Thermostat
10:E1:81 ECT
Sending Continuous Monitoring System Test Results

• These appear when a problem is detected in a monitored system.
1-drive cycle type

• If any problems are detected in the first drive cycle, pending codes will be stored in the PCM memory, as well
as DTCs.
• After pending codes are stored, if the PCM determines that the system is normal in any future drive cycle, the
PCM deletes the pending codes.
01–02–6
2004 Mazda RX-8 Service Highlights (3378–1U–03C)
ON-BOARD DIAGNOSTIC
2-drive cycle type
• The code for a failed system is stored in the PCM memory in the first drive cycle. If the problem is not found in
the second drive cycle, the PCM determines that the system returned to normal or the problem was mistakenly
detected, and deletes the pending code. If the problem is found in the second drive cycle too, the PCM
determines that the system has failed, and stores the pending codes, and the DTCs.
• After pending codes are stored, if the PCM determines that the system is normal in any future drive cycle, the
PCM deletes the pending codes.
01–02
On-board Device Control
• This mode allows the technicians to operate the EVAP system leak detection pump.
DLC-2 Outline
• The DLC-2 located in the driver compartment is a service connector defined by OBD-II regulations.
• The following are functions for each terminal.
Terminal name Function
B+ Battery positive voltage
DLC-2
CAN_H CAN communication line
CAN_L CAN communication line
GND1 Ground (chassis)
GND2 Ground (signal) B+ CAN_L
CAN_H GND2 GND1

End Of Sie
CHU0102S002
DTC DETECTION LOGIC AND CONDITIONS

CHU010200102S03
P0030 Front HO2S heater control circuit problem
• The PCM monitors the front HO2S impedance when under the front HO2S heater control for 200 s. If the
impedance is more than 44 ohms, the PCM determines that there is a front HO2S heater control circuit
problem.
P0031 Front HO2S heater control circuit low
• The PCM monitors the front HO2S heater control voltage when the PCM turns the front HO2S heater off. If the
control voltage exceeds 25 % of the battery voltage, the PCM determines that the front HO2S heater control
circuit voltage is low.
P0032 Front HO2S heater control circuit high
• The PCM monitors the front HO2S heater control voltage when the PCM turns the front HO2S heater on. If the
control voltage is less than 25 % of the battery voltage, the PCM determines that the front HO2S heater control
circuit voltage is high.
P0037 Rear HO2S heater control circuit low
• The PCM monitors the rear HO2S heater control voltage when the PCM turns the rear HO2S heater off. If the
control voltage exceeds 25 % of the battery voltage, the PCM determines that the rear HO2S heater control
circuit voltage is low.
P0038 Rear HO2S heater control circuit high
• The PCM monitors the rear HO2S heater control voltage when the PCM turns the rear HO2S heater on. If the
control voltage is less than 57 % of the battery voltage, the PCM determines that the rear HO2S heater control
circuit voltage is high.
P0076 VDI solenoid valve control circuit low
• The PCM monitors the VDI solenoid valve control voltage when the PCM turns the VDI solenoid valve off. If the
control voltage is low, the PCM determines that the VDI solenoid valve control circuit voltage is low.
P0077 VDI solenoid valve control circuit high
• The PCM monitors the VDI solenoid valve control voltage when the PCM turns the VDI solenoid valve on. If the
control voltage is high, the PCM determines that the VDI solenoid valve control circuit voltage is high.
P0101 MAF sensor circuit range/performance problem
• The PCM compares the actual MAF amount with the expected MAF amount when the engine is running.
— If the throttle opening angle is more than 50 % and the MAF amount is less than 5 g/s {0.66 lb/min}, the
PCM determines that there is a MAF sensor circuit range/performance problem.
— If the ECT is more than 70 °C {158 °F}, the engine speed is less than 2,000 rpm and the MAF amount is
more than 130 g/s {17.20 lb/min} (MT) 110 g/s {14.55 lb/min} (AT), the PCM determines that there is a MAF
sensor circuit range/performance problem.
P0102 MAF sensor circuit low input
• The PCM monitors the input voltage from the MAF sensor when the engine is running. If the input voltage is
less than 0.5 V, the PCM determines that the MAF sensor circuit input voltage is low.
Revised 10/2005 (Ref. No. R124/05) 01–02–7
ON-BOARD DIAGNOSTIC
P0103 MAF sensor circuit high input
• The PCM monitors the input voltage from the MAF sensor when the engine is running. If the input voltage is
more than 5.0 V, the PCM determines that the MAF sensor circuit input voltage is high.
P0107 BARO sensor circuit low input
• The PCM monitors the input voltage from the BARO sensor when the engine is running. If the input voltage is
less than 0.2 V, the PCM determines that the BARO sensor circuit input voltage is low.
P0108 BARO sensor circuit high input
• The PCM monitors the input voltage from the BARO sensor when the engine is running. If the input voltage is
more than 4.8 V, the PCM determines that the BARO sensor circuit input voltage is high.
P0111 IAT sensor circuit range/performance problem
• The PCM compares the IAT with the ECT when the engine is running. If the IAT is higher than the ECT by 40 °C
{104 °F}, the PCM determines that there is an IAT sensor circuit range/performance problem.
P0112 IAT sensor circuit low input
• The PCM monitors the input voltage from the IAT sensor when the engine is running. If the input voltage is less
than 0.1 V, the PCM determines that the IAT sensor circuit input voltage is low.
P0113 IAT sensor circuit high input
• The PCM monitors the input voltage from the IAT sensor when the engine is running. If the input voltage is
more than 4.8 V, the PCM determines that the IAT sensor circuit input voltage is high.
P0117 ECT sensor circuit low input
• The PCM monitors the input voltage from the ECT sensor when the engine is running. If the input voltage is
less than 0.2 V, the PCM determines that the ECT sensor circuit input voltage is low.
P0118 ECT sensor circuit high input
• The PCM monitors the input voltage from the ECT sensor when the engine is running. If the input voltage is
more than 4.8 V, the PCM determines that the ECT sensor circuit input voltage is high.
P0122 TP sensor No.1 circuit low input
• The PCM monitors the input voltage from the TP sensor No.1 when the engine is running. If the input voltage is
less than 0.3 V, the PCM determines that the TP sensor No.1 circuit input voltage is low.
P0123 TP sensor No.1 circuit high input
more than 4.8 V, the PCM determines that the TP sensor No.1 circuit input voltage is high.
P0125 Insufficient coolant temperature for closed loop fuel control
• The PCM monitors the ECT after cold engine start. If the ECT does not reach the specification in a certain
period, the PCM determines that the coolant temperature for closed loop fuel control is insufficient.
P0126 Insufficient coolant temperature for stable operation
• The PCM monitors the ECT after the engine start for a certain period. If the the ECT never exceeds 71 °C {160
°F} when the following conditions are met, the PCM determines that the coolant thermostat is stuck open.
MONITORING CONDITIONS
— Soak time: more than 6 hour
— IAT: more than –10 °C {14 °F}
— Vehicle speed: more than 10 km/h {6.2 mph}
— LOAD: more than 21.9 %
P0128 Coolant thermostat problem
• The PCM calculates the radiator heat radiation ratio while the following conditions are met. If the calculated
value exceeds the threshold, the PCM determines that the coolant thermostat is stuck open.
MONITORING CONDITIONS
— Soak time: more than 6 hour
— IAT: more than –10 °C {14 °F}
— ECT at engine start: less than 35 °C {95 °F}
— Vehicle speed: more than 40 km/h {24.9 mph}
P0130 Front HO2S circuit problem
• The PCM monitors the front HO2S impedance when under the front HO2S heater control. If the impedance is
more than 500 ohms, the PCM determines that there is a front HO2S circuit problem.
P0131 Front HO2S circuit low voltage
• The PCM monitors the input voltage from the front HO2S and the front HO2S output current when the engine is
running. If the input voltage is less than 1.8 V or the output current is less than -5 mA, the PCM determines that
the front HO2S circuit voltage is low.
P0132 Front HO2S circuit high voltage
• The PCM monitors the input voltage from the front HO2S and the front HO2S output current when the engine is
running. If the input voltage is more than 3.8 V or the output current is more than 5 mA, the PCM determines
that the front HO2S circuit voltage is high.
P0133 Front HO2S circuit slow response
• The PCM monitors the front HO2S output current and short term fuel trim (SHRTFT) when the following
conditions are met. If the output current response is lower than that expected from the fuel trim, the PCM
determines that the front HO2S circuit response is slow.
01–02–8
ON-BOARD DIAGNOSTIC
MONITORING CONDITION
— Front HO2S heater monitor: Completed
— Fuel system loop status: Closed loop fuel control
— Engine speed: 2,000—3,500 rpm
— LOAD: 30.0—50.0 %
P0138 Rear HO2S circuit high voltage
• The PCM monitors the input voltage from the rear HO2S when the engine is running. If the input voltage is
more than 1.2 V, the PCM determines that the rear HO2S circuit voltage is high. 01–02
P0139 Rear HO2S circuit slow response
• The PCM monitors the rear HO2S inversion cycle period, lean-to-rich response time and rich-to-lean response
time when under the open loop fuel control (fuel cut off control). If the average response time is more than the
specification, the PCM determines that the rear HO2S circuit response is slow.
P0171 System too lean
• The PCM monitors the short term fuel trim (SHRTFT) and long term fuel trim (LONGFT) when under closed
loop fuel control. If the fuel trim is more than the specification, the PCM determines that the system is too lean.
P0172 System too rich
• The PCM monitors the short term fuel trim (SHRTFT) and long term fuel trim (LONGFT) when under closed
loop fuel control. If the fuel trim is less than the specification, the PCM determines that the system is too rich.
P0222 TP sensor No.2 circuit low input
less than 0.7 V, the PCM determines that the TP sensor No.2 circuit input voltage is low.
P0223 TP sensor No.2 circuit high input
more than 4.8 V, the PCM determines that the TP sensor No.2 circuit input voltage is high.
P0300 Random misfire detected
• The PCM monitors eccentric shaft position sensor input signal interval time. The PCM calculates the change of
the interval time for each rotor. If the change of interval time exceeds the preprogrammed criteria, the PCM
detects a misfire in the corresponding rotor. While the engine is running, the PCM counts the number of
misfires that occurred at 200 eccentric shaft revolutions and 1,000 eccentric shaft revolutions and calculates
misfire ratio for each eccentric shaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM
determines that a misfire, which can damage the catalytic converter or affect emission performance, has
occurred.
P0301 Front rotor misfire detected
occurred.
P0302 Rear rotor misfire detected
occurred.
P0327 KS circuit low input
• The PCM monitors the input voltage from the KS when the engine is running. If the input voltage is less than
1.2 V, the PCM determines that the KS circuit input voltage is low.
P0328 KS circuit high input
• The PCM monitors the input voltage from the KS when the engine is running. If the input voltage is more than
4.0 V, the PCM determines that the KS circuit input voltage is high.
P0335 Eccentric shaft position sensor circuit problem
• The PCM monitors the input signal from the eccentric shaft position sensor when the mass intake airflow
amount is more than 2 g/s {0.26 lb/min}. If the input signal is not input, the PCM determines that there is a
eccentric shaft position sensor circuit malfunction.
P0336 Eccentric shaft position sensor circuit range/performance problem
• The PCM monitors the input signal from the eccentric shaft position sensor when the engine is running. If the
input signal is not the proper pulse number, the PCM determines that there is a eccentric shaft position sensor
circuit range/performance problem.
01–02–9
ON-BOARD DIAGNOSTIC
P0410 AIR system problem
• The PCM monitors the front HO2S output current when the AIR control is operating. If the output current is less
than the specification, the PCM determines that there is an AIR system problem.
P0420 Catalyst system efficiency below threshold
• The PCM monitors the input voltage from the rear HO2S and the front HO2S output current when the following
conditions are met. If the input voltage change is extremely large compared to the output current change, the
PCM determines that the catalyst system has deteriorated.
— ECT: more than 70 °C {158 °F}
— Catalyst converter temperature: more than 400 °C {752 °F}
— LOAD: 20—50% (maximum calculated load value varies depending on engine speed.)
— Time with purge control system does not operate: more than 20 s
P0441 EVAP system incorrect purge flow
• The PCM monitors the purge line vacuum, when the following conditions are met. If the vacuum between the
charcoal canister and the intake manifold does not reach the specification, the PCM determines that the EVAP
system purge flow is incorrect.
— Vehicle speed: 25—49 km/h {16—30 mph}
— Throttle valve opening angle: 0—31.7 % (changes by engine speed)
P0442 EVAP system leak detected (small leak)
• The PCM monitors the pump load current (EVAP line pressure) when the specified period has passed after
EVAP system is sealed when the following conditions are met. If the pump load current does not reach the
reference current value within the specified period, the PCM determines that the EVAP system has small leak.
— BARO: more than 72 kPa {542 mmHg, 21.33 inHg}
— IAT: 5—40 °C {41—104 °F}
— Fuel tank level: 15—85 %
— Battery voltage: 11.0—14.6 V
— Ignition switch: OFF
P0443 Purge solenoid valve circuit problem
• The PCM monitors the purge solenoid valve control voltage when the PCM turns the purge solenoid valve off. If
the control voltage is less than 5.8 V, the PCM determines that the purge solenoid valve control circuit voltage
is low.
• The PCM monitors the purge solenoid valve control voltage when the PCM turns the purge solenoid valve on. If
the control voltage is more than 11.5 V, the PCM determines that the purge solenoid valve control circuit
voltage is high.
P0446 EVAP system vent control circuit problem
• The PCM monitors pump load current (EVAP line pressure) when the evaporative leak monitor is operating. If
the decrease in pump load current is less than the specification after the reference current value has been
obtained, the PCM determines change over valve in EVAP system leak detection pump has a malfunction.
P0455 EVAP system leak detected (large leak)
• The PCM monitors the pump load current (EVAP line pressure) when the specified period has passed after
EVAP system is sealed when the following conditions are met. If the pump load current does not reach the
reference current value within the specified period, the PCM determines that the EVAP system has large leak.
— IAT: 5—40 °C {41—104 °F}
P0456 EVAP system leak detected (very small leak)
• The PCM monitors the pump load current (EVAP line pressure) when a specified period has passed after EVAP
system is sealed after ignition switch is turned OFF. If the pump load current does not reach the reference load
value or rate of the load increase lower than specified within a specified period, the PCM determines that the
EVAP system has a very small leak.
— IAT: 5—40 °C {41—104 °F}
01–02–10 Revised 11/2004 (Ref. No. R077/04)

ON-BOARD DIAGNOSTIC
P0461 Fuel gauge sender unit circuit range/performance problem
• The PCM monitors the fuel tank level difference before and after the PCM-calculated fuel consumption has
reached more than 21 L {22.2 US qt, 18.5 Imp qt}. If the difference is less than 5 %, the PCM determines that
there is a fuel gauge sender unit circuit range/performance problem.
P0462 Fuel gauge sender unit circuit low input
• The PCM monitors the fuel tank level and input voltage from the fuel gauge sender unit when the engine is
running. If the input voltage is less than 2.5 V and fuel tank level is full, the PCM determines that the fuel gauge
sender unit circuit input voltage is low. 01–02
P0463 Fuel gauge sender unit circuit high input
• The PCM monitors the fuel tank level and input voltage from the fuel gauge sender unit when the engine is
running. If the input voltage is more than 2.5 V and fuel tank level is empty, the PCM determines that the fuel
gauge sender unit circuit input voltage is high.
P0480 Cooling fan No.1 control circuit problem
• The PCM monitors the cooling fan relay No.1 control voltage when the PCM turns the cooling fan relay No.1
off. If the control voltage is low, the PCM determines that the cooling fan No.1 control circuit voltage is low.
on. If the control voltage is high, the PCM determines that the cooling fan No.1 control circuit voltage is high.
P0481 Cooling fan No.2 control circuit problem
off. If the control voltage is low, the PCM determines that the cooling fan No.2 control circuit voltage is low.
on. If the control voltage is high, the PCM determines that the cooling fan No.2 control circuit voltage is high.
P0500 VSS circuit problem
• The PCM monitors the input signal from the vehicle speed sensor when the following conditions are met. If the
input signal is less than 3.7 km/h {2.3 mph}, the PCM determines that there is a VSS circuit malfunction.
— Shift lever position: gear is not in neutral position
— Engine speed: more than 2,500 rpm
— LOAD: more than 40.0 %
P0505 Idle air control system problem
• The PCM cannot control idle speed at the target idle speed during the self-test.
P0506 Idle air control system RPM lower than expected
• The PCM compares the actual idle speed with the target idle speed when the engine is running. If the actual
idle speed is lower than targeted by 100 rpm, the PCM determines that the idle air control system RPM is lower
than expected.
P0507 Idle air control system RPM higher than expected
• The PCM compares the actual idle speed with the target idle speed when the engine is running. If the actual
idle speed is higher than targeted by 200 rpm, the PCM determines that the idle air control system RPM is
higher than expected.
P0562 System voltage low (KAM)
• The PCM monitors the battery voltage when the engine is running. If the voltage is less than 2.5 V, the PCM
determines that the system voltage is low.
P0564 Cruise control switch input circuit problem
• The PCM monitors the input voltage from the cruise control switch when the engine is running. If the input
voltage is less than 3.0 V for more than 2 min, the PCM determines that there is a cruise control switch input
circuit problem.
P0571 Brake switch input circuit problem
• The PCM monitors the input signal from brake switch No.1 and brake switch No.2 when the engine is running.
If the both input signals remain on or off, the PCM determines that there is a brake switch input circuit problem.
P0601 PCM memory check sum error
• PCM internal memory check sum error.
P0602 PCM programming error
• No configuration data in the PCM.
P0604 PCM random access memory error
• PCM internal random access memory error.
P0610 PCM vehicle options error
• PCM data configuration error.
P0638 Throttle actuator control circuit range/performance problem
• The PCM compares the actual TP with the target TP when the engine is running. If the difference is more than
the specification, the PCM determines that there is a throttle actuator control circuit range/performance
problem.
P0661 SSV solenoid valve control circuit low
• The PCM monitors the SSV solenoid valve control voltage when the PCM turns the SSV solenoid valve off. If
the control voltage is less than 5.8 V, the PCM determines that the SSV solenoid valve control circuit voltage is
low.
01–02–11
ON-BOARD DIAGNOSTIC
P0662 SSV solenoid valve control circuit high
• The PCM monitors the SSV solenoid valve control voltage when the PCM turns the SSV solenoid valve on. If
the control voltage is more than 11.5 V, the PCM determines that the SSV solenoid valve control circuit voltage
is high.
P0703 Brake switch No.1 input circuit problem
• The PCM monitors the input signal from the brake switch No.2 when the following conditions are met. If the
input signal does not change while alternately accelerating and decelerating 8 times, the PCM determines that
there is a brake switch No.2 input circuit malfunction.
— Vehicle speed: decelerating more than 30 km/h {19 mph} to 0 km/h {0 mph}
— Deceleration: more than 4 km/h {2 mph} per s
P0704 CPP switch input circuit problem
• The PCM monitors the input signal from the CPP switch when the vehicle speed is more than 30 km/h {19
mph}. If the input signal does not change while alternately accelerating and decelerating 10 times, the PCM
determines that there is a CPP switch input circuit malfunction.
P0850 Neutral switch input circuit problem
• The PCM monitors the input signal from the neutral switch when the vehicle is running. If the input signal does
not change while alternately running more than 30 km/h {19 mph} 8 times, the PCM determines that there is a
neutral switch input circuit malfunction.
P1260 Immobilizer system problem
• The keyless control module detects an immobilizer system malfunction.
P1574 TP sensor output incongruent
• The PCM compares the TP from TP sensor No.1 with the TP from TP sensor No.2 when the engine is running.
If the difference is more than the specification, the PCM determines that the TP sensor outputs are
incongruent.
P1577 APP sensor output incongruent
• The PCM compares the APP from APP sensor No.1 with the APP from APP sensor No.2 when the engine is
running. If the difference is more than the specification, the PCM determines that the APP sensor outputs are
incongruent.
P1686 Metering oil pump control circuit low flow side problem
• The PCM monitors the input signal from the metering oil pump switch when the metering oil pump stepping
motor is more than the standard step. If the input signal is off, the PCM determines that the metering oil pump
control circuit has a problem on the low flow side.
P1687 Metering oil pump control circuit high flow side problem
motor is less than the standard step. If the input signal is on, the PCM determines that the metering oil pump
control circuit has a problem on the high flow side.
P1688 Metering oil pump control circuit initial check problem
motor initial check is operating. If the input signal is on, the PCM determines that there is a metering oil pump
control circuit initial check problem.
P2004 APV stuck open
• The PCM monitors the input voltage from the APV position sensor when the PCM turns the APV motor off. If
the input voltage is more than 1.4 V, the PCM determines that the APV is stuck open.
P2006 APV motor control circuit IC problem
• APV motor control IC error.
P2008 APV motor control circuit/open
• The PCM monitors the APV motor control current when the engine is running. If the control current is less than
0.1 A or more than 10 A, the PCM determines that there is an APV motor control open circuit.
P2017 APV position sensor circuit problem
• The PCM monitors the input voltage from the APV position sensor when the engine is running. If the input
voltage is less than 0.2 V, the PCM determines that the APV position sensor circuit input voltage is low.
• The PCM monitors the input voltage from the APV position sensor when the engine is running. If the input
voltage is more than 4.8 V, the PCM determines that the APV position sensor circuit input voltage is high.
P2070 SSV stuck open
• The PCM monitors the input signal from the SSV switch when the PCM turns the SSV solenoid valve on. If the
input signal is on, the PCM determines that the SSV is stuck open.
P2096 Target A/F feedback system too lean
• The PCM monitors the target A/F fuel trim when under the target A/F feedback control. If the fuel trim is more
than the specification, the PCM determines that the target A/F feedback system is too lean.
P2097 Target A/F feedback system too rich
• The PCM monitors the target A/F fuel trim when under the target A/F feedback control. If the fuel trim is less
than the specification, the PCM determines that the target A/F feedback system is too rich.
01–02–12
ON-BOARD DIAGNOSTIC
P2101 Drive-by-wire relay control circuit problem
• The PCM monitors the input voltage from the drive-by-wire relay when the PCM turns the drive-by-wire relay
on. If the input voltage is less than 5.0 V, the PCM determines that the drive-by-wire relay control circuit voltage
is low.
• The PCM monitors the input voltage from the drive-by-wire relay when the PCM turns the drive-by-wire relay
off. If the input voltage is more than 5.0 V, the PCM determines that the drive-by-wire relay control circuit
voltage is high.
P2106 Throttle actuator control system-forced limited power 01–02
• The PCM monitors the throttle actuator control current when the ignition switch is on. If the control current is
less than 8 A or more than 11 A, the PCM determines that the throttle actuator control system is under forced
limited power.
P2107 Throttle actuator control module processor error
• Throttle actuator control module internal processor error.
P2108 Throttle actuator control module performance error
• Throttle actuator control module internal communication error.
P2109 TP sensor minimum stop range/performance problem
• The PCM monitors the minimum TP when the closed TP learning is completed. If the TP is less than 11.5 % or
more than 24.3 %, the PCM determines that there is a TP sensor minimum stop range/performance problem.
P2112 Throttle actuator control system range/performance problem
• The PCM monitors the throttle actuator control duty ratio when the engine is running. If the duty ratio is more
than 95 %, the PCM determines that there is a throttle actuator control system range/performance problem.
P2119 Throttle actuator control throttle body range/performance problem
• The PCM compares the TP with default TP when the ignition switch is turned off. If the TP is higher than the
default TP, the PCM determines that there is a throttle actuator control throttle body range/performance
problem.
P2122 APP sensor No.1 circuit low input
• The PCM monitors the input voltage from the APP sensor No.1 when the engine is running. If the input voltage
is less than 0.3 V, the PCM determines that the APP sensor No.1 circuit input voltage is low.
P2123 APP sensor No.1 circuit high input
is more than 4.8 V, the PCM determines that the APP sensor No.1 circuit input voltage is high.
P2127 APP sensor No.2 circuit low input
is less than 0.3 V, the PCM determines that the APP sensor No.2 circuit input voltage is low.
P2128 APP sensor No.2 circuit high input
is more than 4.8 V, the PCM determines that the APP sensor No.2 circuit input voltage is high.
P2135 TP sensor No.1/No.2 voltage correlation problem
• The PCM compares the input voltage from TP sensor No.1 with the input voltage from TP sensor No.2 when
the engine is running. If the difference is more than the specification, the PCM determines that there is a TP
sensor No.1/No.2 voltage correlation problem.
P2136 TP sensor No.1/No.3 voltage correlation problem
• The PCM compares the input voltage from TP sensor No.1 with the input voltage from TP sensor No.3
(calculation value in PCM) when the engine is running. If the difference is more than the specification, the PCM
determines that there is a TP sensor No.1/No.3 voltage correlation problem.
P2138 APP sensor No.1/No.2 voltage correlation problem
• The PCM compares the input voltage from APP sensor No.1 with the input voltage from APP sensor No.2
when the engine is running. If the difference is more than the specification, the PCM determines that there is an
APP sensor No.1/No.2 voltage correlation problem.
P2195 Front HO2S signal stuck lean
• The PCM monitors the front HO2S output current when the following conditions are met. If the average output
current is more than 1.2 A for 25 s, the PCM determines that the front HO2S signal remains lean.
— MAF amount: 6—80 g/s {0.80—10.58 lb/min}
— Target A/F feedback system status: feedback control
— Input voltage from the rear HO2S: more than 0.7 V
01–02–13
ON-BOARD DIAGNOSTIC
P2196 Front HO2S signal stuck rich
• The PCM monitors the front HO2S output current when the following conditions are met. If the average output
current is less than 0.8 A for 25 s, the PCM determines that the front HO2S signal remains rich.
— MAF amount: 6—80 g/s {0.80—10.58 lb/min}
— Input voltage from the rear HO2S: less than 0.2 V
P2257 AIR pump relay control circuit low
• The PCM monitors the AIR pump relay control voltage when the AIR pump is not operating. If the control
voltage is less than 5.8 V, the PCM determines that the AIR pump relay control circuit voltage is low.
P2258 AIR pump relay control circuit high
• The PCM monitors the AIR pump relay control voltage when the AIR pump is operating. If the control voltage is
more than 11.5 V, the PCM determines that the AIR pump relay control circuit voltage is high.
P2259 AIR solenoid valve control circuit low
• The PCM monitors the AIR solenoid valve control voltage when the AIR pump is not operating. If the control
voltage is less than 5.8 V, the PCM determines that the AIR solenoid valve control circuit voltage is low.
P2260 AIR solenoid valve control circuit high
• The PCM monitors the AIR solenoid valve control voltage when the AIR pump is operating. If the control
voltage is more than 11.5 V, the PCM determines that the AIR solenoid valve control circuit voltage is high.
P2270 Rear HO2S signal stuck lean
• The PCM monitors the input voltage from the rear HO2S when the following conditions are met. If the input
voltage is more than 0.9 V for 40 s, the PCM determines that the rear HO2S signal remains lean.
— MAF amount: more than 10 g/s {1.32 lb/min}
— Short term fuel trim: -20—20 %
— Long term fuel trim: -15—15 %
P2271 Rear HO2S signal stuck rich
• The PCM monitors the input voltage from the rear HO2S when the following conditions are met. If the input
voltage is less than 0.4 V for 40 s, the PCM determines that the rear HO2S signal remains rich.
— MAF amount: more than 10 g/s {1.32 lb/min}
— Short term fuel trim: -20—20 %
— Long term fuel trim: -15—15 %
P2401 EVAP system leak detection pump control circuit low
• The PCM monitors the pump load current (EVAP line pressure) when the evaporative leak monitor is operating.
If the pump load current is less than the specification, the PCM determines that the EVAP system leak
detection pump control circuit voltage is low.
P2402 EVAP system leak detection pump control circuit high
If the pump load current is more than the specification, the PCM determines that the EVAP system leak
detection pump control circuit voltage is high.
P2404 EVAP system leak detection pump sense circuit range/performance problem
If the time in which the pump load current reaches the reference current value is not within the specification
after the PCM obtains the reference current value, the PCM determines that there is an EVAP system leak
detection pump sense circuit range/performance problem.
P2405 EVAP system leak detection pump sense circuit low
If the pump load current is less than the specification while the PCM obtains the reference current value, the
PCM determines that the EVAP system leak detection pump sense circuit voltage is low.
P2406 EVAP system leak detection pump sense circuit high
If the pump load current is more than the specification while the PCM obtains the reference current value, the
PCM determines that the EVAP system leak detection pump sense circuit voltage is high.
01–02–14
ON-BOARD DIAGNOSTIC
P2407 EVAP system leak detection pump sense circuit intermittent/erratic problem
If the change in pump load current is more than the specification while the PCM obtains the reference current
value 28 times, the PCM determines that there is an EVAP system leak detection pump sense circuit
intermittent/erratic problem.
If the pump load current is kept less than the maximum pump load current after the PCM obtains the reference
current value 28 times, the PCM determines that there is an EVAP system leak detection pump sense circuit 01–02
intermittent/erratic problem.
P2502 Charging system voltage problem
• The PCM monitors the generator output voltage and the battery voltage when the engine is running. If the
generator output voltage is more than 16.9 V and the battery voltage is less than 10.9 V, the PCM determines
that there is a charging system voltage malfunction.
P2503 Charging system voltage low
• The PCM monitors the generator output voltage when the engine is running. If the generator output voltage is
less than 8.5 V while the PCM needs more than 19.5 A from the generator, the PCM determines that the
charging system voltage is low.
P2504 Charging system voltage high
• The PCM monitors the generator output voltage and the battery voltage when the engine is running. If the
generator output voltage is more than 18.4 V or the battery voltage is more than 15.9 V, the PCM determines
that the charging system voltage is high.
End Of Sie
KOEO/KOER SELF-TEST
CHU010200102S04
• The self-test function consists of the KOEO (Key On, Engine Off) self-test, performed when the ignition switch
is turned to the ON position and the engine is stopped, and the KOER (Key On, Engine Running) self-test,
performed when idling. If an abnormality is detected when either self-test is executed, a DTC is displayed on
the WDS or equivalent. Using the self-test function, the present malfunction or a successful repair is readily
confirmed. Refer to the self-test function table for the corresponding DTCs.
KOEO (Key ON, Engine Off) Self-test

• The KOEO self-test is a powertrain control system self-diagnosis, performed when the ignition switch is turned
to the ON position and the engine is stopped. A KOEO self-test begins when the connected WDS or equivalent
sends an execute command to the PCM.
• As the KOEO self-test is performed, the PCM performs the inspection for set DTCs and if a malfunction is
detected the DTC is displayed on the WDS or equivalent.
KOER (Key ON, Engine Running) Self-test

• The KOER self-test is a powertrain control system self-diagnosis, performed when the ignition switch is turned
to the ON position and the engine is idling. A KOER self-test begins when the connected WDS or equivalent
sends an execute command to the PCM.
• As the KOER self-test is performed, the PCM performs the inspection for set DTCs and if a malfunction is
detected the DTC is displayed on the WDS or equivalent.
KOEO/KOER self-test table
×: Applicable
—: Not applicable
Test condition
DTC No. Condition
KOEO KOER
P0030 Front HO2S heater control circuit problem — ×
P0031 Front HO2S heater control circuit low — ×
P0032 Front HO2S heater control circuit high — ×
P0037 Rear HO2S heater control circuit low — ×
P0038 Rear HO2S heater control circuit high — ×
P0076 VDI solenoid valve control circuit low × ×
P0077 VDI solenoid valve control circuit high × ×
P0101 MAF sensor circuit range/performance problem — —
P0102 MAF sensor circuit low input × ×
P0103 MAF sensor circuit high input × ×
P0107 BARO sensor circuit low input × ×
P0108 BARO sensor circuit high input × ×
P0111 IAT sensor circuit range/performance problem — —
P0112 IAT sensor circuit low input × ×
01–02–15
ON-BOARD DIAGNOSTIC
Test condition
DTC No. Condition
KOEO KOER
P0113 IAT sensor circuit high input × ×
P0117 ECT sensor circuit low input × ×
P0118 ECT sensor circuit high input × ×
P0122 TP sensor No.1 circuit low input × ×
P0123 TP sensor No.1 circuit high input × ×
P0125 Insufficient coolant temperature for closed loop fuel control — —
P0126 Insufficient coolant temperature for stable operation — —
P0128 Coolant thermostat problem — —
P0130 Front HO2S circuit problem — ×
P0131 Front HO2S circuit low voltage — ×
P0132 Front HO2S circuit high voltage — ×
P0133 Front HO2S circuit slow response — —
P0138 Rear HO2S circuit high voltage — ×
P0139 Rear HO2S circuit slow response — ×
P0171 System too lean — ×
P0172 System too rich — ×
P0222 TP sensor No.2 circuit low input × ×
P0223 TP sensor No.2 circuit high input × ×
P0300 Random misfire detected — —
P0301 Front rotor misfire detected — —
P0302 Rear rotor misfire detected — —
P0327 KS circuit low input × ×
P0328 KS circuit high input × ×
P0335 Eccentric shaft position sensor circuit problem — —
P0336 Eccentric shaft position sensor circuit range/performance problem — ×
P0410 AIR system problem — ×
P0420 Catalyst system efficiency below threshold — —
P0441 EVAP system incorrect purge flow — ×
P0442 EVAP system leak detected (small leak) — ×
P0443 Purge solenoid valve circuit problem — ×
P0446 EVAP system vent control circuit problem — ×
P0455 EVAP system leak detected (large leak) — —
P0456 EVAP system leak detected (very small leak) — ×
P0461 Fuel gauge sender unit circuit range/performance problem — —
P0462 Fuel gauge sender unit circuit low input × ×
P0463 Fuel gauge sender unit circuit high input × ×
P0480 Cooling fan No.1 control circuit problem × ×
P0481 Cooling fan No.2 control circuit problem × ×
P0500 VSS circuit problem — —
P0505 Idle air control system problem — ×
P0506 Idle air control system RPM lower than expected — —
P0507 Idle air control system RPM higher than expected — —
P0562 System voltage low (KAM) × ×
P0564 Cruise control switch input circuit problem × ×
P0571 Brake switch input circuit problem × ×
P0601 PCM memory check sum error × ×
P0602 PCM programming error × ×
P0604 PCM random access memory error × ×
P0610 PCM vehicle options error × ×
P0638 Throttle actuator control circuit range/performance problem — —
P0661 SSV solenoid valve control circuit low × ×
P0662 SSV solenoid valve control circuit high × ×
P0703 Brake switch No.1 input circuit problem — —
01–02–16
ON-BOARD DIAGNOSTIC
Test condition
DTC No. Condition
KOEO KOER
P0704 CPP switch input circuit problem — —
P0850 Neutral switch input circuit problem — —
P1260 Immobilizer system problem × —
P1574 TP sensor output incongruent × ×
P1577 APP sensor output incongruent × × 01–02
P1686 Metering oil pump control circuit low flow side problem — ×
P1687 Metering oil pump control circuit high flow side problem — ×
P1688 Metering oil pump control circuit initial check problem — ×
P2004 APV stuck open × ×
P2006 APV motor control circuit IC problem — —
P2008 APV motor control circuit/open × ×
P2017 APV position sensor circuit problem × ×
P2070 SSV stuck open × ×
P2096 Target A/F feedback system too lean — ×
P2097 Target A/F feedback system too rich — ×
P2101 Drive-by-wire relay control circuit problem — —
P2106 Throttle actuator control system-forced limited power — —
P2107 Throttle actuator control module processor error × ×
P2108 Throttle actuator control module performance error — —
P2109 TP sensor minimum stop range/performance problem — —
P2112 Throttle actuator control system range/performance problem — —
P2119 Throttle actuator control throttle body range/performance problem × ×
P2122 APP sensor No.1 circuit low input × ×
P2123 APP sensor No.1 circuit high input × ×
P2127 APP sensor No.2 circuit low input × ×
P2128 APP sensor No.2 circuit high input × ×
P2135 TP sensor No.1/No.2 voltage correlation problem × ×
P2136 TP sensor No.1/No.3 voltage correlation problem × ×
P2138 APP sensor No.1/No.2 voltage correlation problem × ×
P2195 Front HO2S signal stuck lean — ×
P2196 Front HO2S signal stuck rich — ×
P2257 AIR pump relay control circuit low × ×
P2258 AIR pump relay control circuit high × ×
P2259 AIR solenoid valve control circuit low × ×
P2260 AIR solenoid valve control circuit high × ×
P2270 Rear HO2S signal stuck lean — ×
P2271 Rear HO2S signal stuck rich — ×
P2401 EVAP system leak detection pump control circuit low × ×
P2402 EVAP system leak detection pump control circuit high × ×
P2404 EVAP system leak detection pump sense circuit range/performance problem — —
P2405 EVAP system leak detection pump sense circuit low × ×
P2406 EVAP system leak detection pump sense circuit high × ×
P2407 EVAP system leak detection pump sense circuit intermittent/erratic problem × ×
P2502 Charging system voltage problem — ×
P2503 Charging system voltage low — ×
P2504 Charging system voltage high — ×
End Of Sie
01–02–17
ON-BOARD DIAGNOSTIC
PID/DATA MONITOR AND RECORD
CHU010200102S05
• The PID/DATA monitor items are shown below.
PID/DATA monitor item table
—: Not applicable
Item Definition Unit/Condition PCM terminal
ACCS A/C relay control signal in PCM On/Off 5AA
ACSW Input signal from A/C switch On/Off 4W
AIP RLY AIR pump relay control signal in PCM On/Off 4O
ALTF Generator field coil control signal in PCM % 2I
ALTT V Input voltage from generator V 2T
APP APP % 5C, 5F
APP1 5F
Input voltage from APP sensor No.1 V
APP2 5C
Input voltage from APP sensor No.2 V
APV APV motor control signal in PCM Opening/Closing 3G, 3J
APV_POS Input voltage from APV position sensor V 3B
ARPMDES Target engine speed RPM —
B+ Input voltage from battery V 5I
BARO kPa Bar psi
BARO 5S
Input voltage from BARO sensor V
BOO Input signal from brake switch No.2 On/Off 4P
CATT11_DSD Estimated catalyst converter temperature °C °F —
CHRGLP Generator warning light control signal in PCM On/Off —
COLP Input signal from refrigerant pressure switch (medium-pressure) On/Off 4Z
CPP Input signal from CPP switch On/Off 4F
CPP/PNP Input signal from neutral switch Drive/Neutral 2O
DEI VDI solenoid valve control signal in PCM On/Off 1W
DTCCNT DTC count (includes those needing no action) — —
ECT °C °F
ECT 2K
Input voltage from ECT sensor V
ECT_DES Estimated ECT °C °F —
EQ_RAT11 Lambda — 2B
ETC_ACT Throttle valve opening angle ° 1J, 1M
Target throttle valve position %
ETC_DSD —
Target throttle valve opening angle °
EVAPCP Purge solenoid valve control signal in PCM % 2P
FAN1 Cooling fan relay No.1 control signal in PCM On/Off 5X
FAN2 Cooling fan relay No.2 control signal in PCM On/Off 5AD
FDPDTC Pending code that caused Freeze Frame Data storage — —
FLI Fuel tank level % —
FP Fuel pump relay control signal in PCM On/Off 5P
FPRR Fuel pump speed control relay control signal in PCM On/Off 4M
FUELPW Fuel injection duration in PCM ms 2J, 2M
OL/CL/OL Drive/
FUELSYS Fuel system loop status —
OL Fault/CL Fault
GENVDSD Target generator voltage V —
HTR11 Front HO2S heater control signal in PCM On/Off 1V
HTR12 Rear HO2S heater control signal in PCM On/Off 2A
IAC Throttle actuator control signal in PCM % 1B, 1C
IASV VFAD solenoid valve control signal in PCM On/Off 5Z
IAT °C °F
IAT 5K
Input voltage from IAT sensor V
INGEAR In gear On/Off —
IVS Idle validation Idle/Off Idle 1J, 1M
KNOCKR Spark retard value to prevent knocking ° 1T
01–02–18
ON-BOARD DIAGNOSTIC
Item Definition Unit/Condition PCM terminal
LOAD LOAD % —
LONGFT1 Long term fuel trim % —
MAF g/s
MAF 5N
Input voltage from MAF sensor V
MIL MIL control signal in PCM On/Off —
MIL_DIS Distance travelled while MIL is activated km mile — 01–02
MOP_POS Metering oil pump control status — 2V, 2W, 2Y, 2AB
MOP_SW Input signal from metering oil pump switch On/Off 2N
O2S11 Front HO2S output current mA 2B
O2S12 Input voltage from rear HO2S V 2Q
PACNTV AIR solenoid valve control signal in PCM On/Off 1O
PCM_T Input voltage from PCM temperature sensor V —
PREDELI Delivery mode On/Off —
RO2FT1 Target A/F feedback system status — —
RPM Engine speed RPM —
SC_SET Cruise indicator light control signal in PCM On/Off —
SCCS Input voltage from cruise control switch V 5V
SELTESTDTC DTC count by KOEO/KOER self-test — —
SHRTFT1 Short term fuel trim % —
SHRTFT12 Target A/F fuel trim % —
SPARK-L Spark advance (L/F) in PCM ° 2AA
SPARK-T Spark advance (T/F) in PCM ° 2AD
SSV SSV solenoid valve control signal in PCM On/Off 1L
test Test mode On/Off —
TIRESIZE Tire revolution per mile — —
TP Input voltage from TP sensor V 1J, 1M
TP REL Relative TP % 1J, 1M
TP1 1J
Input voltage from TP sensor No.1 V
TP2 1M
Input voltage from TP sensor No.2 V
TPCT Minimum input voltage from TP sensor at throttle closing V 1J, 1M
VSS Vehicle speed KPH MPH —
End Of Sie
01–02–19
ON-BOARD DIAGNOSTIC
SIMULATION TEST
CHU010200102S06
• The simulation items are shown below.
Simulation item table
×: Applicable
—: Not applicable
Test condition
Item Applicable component Unit/condition PCM terminal
KOEO KOER
ACCS A/C relay On/Off × × 5AA
AIP RLY AIR pump relay On/Off × × 4O
ALTF Generator (field coil) % — × 2I
APV APV motor On/Off × × 3G, 3J
ARPMDES Target engine speed RPM × × —
DEI VDI solenoid valve On/Off × × 1W
ETC_DSD Target throttle valve opening angle ° × × —
EVAPCP Purge solenoid valve % × × 2P
FAN1 Cooling fan relay No.1 On/Off × × 5X
FAN2 Cooling fan relay No.2 On/Off × × 5AD
FP Fuel pump relay On/Off × × 5P
FPRR Fuel pump speed control relay On/Off × × 4M
FUELPW1 Fuel injector (FP1, RP1) % — × 2J, 2M
GENVDSD Target generator voltage V — × —
HTR12 Rear HO2S heater On/Off × × 2A
IASV VFAD solenoid valve On/Off × × 5Z
MOP_POS Metering oil pump — × × 2V, 2W, 2Y, 2AB
PACNTV AIR solenoid valve On/Off × × 1O
PREDELI Delivery mode On/Off × × —
SSV SSV solenoid valve On/Off × × 1L
test Test mode On/Off × × —
End Of Sie
01–02–20
MECHANICAL
01–10 MECHANICAL
MECHANICAL OUTLINE . . . . . . . . . . . . 01–10–1 BALANCE WEIGHT, COUNTERWEIGHT (AT),
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–10–1 FLYWHEEL (MT) CONSTRUCTION . . . 01–10–11
ENGINE STRUCTURAL VIEW . . . . . . . . 01–10–2 ROTOR OUTLINE. . . . . . . . . . . . . . . . . . . 01–10–11
ENGINE FRONT COVER ROTOR CONSTRUCTION . . . . . . . . . . . . 01–10–11
CONSTRUCTION . . . . . . . . . . . . . . . . . 01–10–3 APEX SEAL CONSTRUCTION . . . . . . . . 01–10–12
ROTOR HOUSING CONSTRUCTION . . 01–10–4 SIDE SEAL CONSTRUCTION . . . . . . . . . 01–10–13 01–10
SIDE HOUSING OUTLINE . . . . . . . . . . . 01–10–5 CORNER SEAL CONSTRUCTION . . . . . 01–10–14
SIDE HOUSING CONSTRUCTION . . . . . 01–10–5 OIL SEAL CONSTRUCTION . . . . . . . . . . 01–10–15
TENSION BOLT CONSTRUCTION . . . . 01–10–7 CUT-OFF SEAL OUTLINE . . . . . . . . . . . . 01–10–15
STATIONARY GEAR CUT-OFF SEAL CONSTRUCTION . . . . . 01–10–16
CONSTRUCTION . . . . . . . . . . . . . . . . . 01–10–8 DRIVE BELT CONSTRUCTION . . . . . . . . 01–10–17
ECCENTRIC SHAFT ECCENTRIC SHAFT PULLEY
CONSTRUCTION . . . . . . . . . . . . . . . . . 01–10–9 DESCRIPTION . . . . . . . . . . . . . . . . . . . . 01–10–17
ECCENTRIC SHAFT BYPASS VALVE ENGINE MOUNT OUTLINE . . . . . . . . . . . 01–10–18
CONSTRUCTION . . . . . . . . . . . . . . . . . 01–10–10 ENGINE MOUNT CONSTRUCTION . . . . 01–10–18
BALANCE WEIGHT, COUNTERWEIGHT (AT),
FLYWHEEL (MT) OUTLINE . . . . . . . . . 01–10–10
End of Toc
MECHANICAL OUTLINE
CHU011001001S01
Features
• A side intake and exhaust port system adopted.
• 2-piece apex seals adopted.
Improved power
• Keystone shaped side seals adopted.
performance
• Cut-off seal adopted.
• A lightweight flywheel adopted.
• Thin walls on the side housings adopted.
• Lightweight rotors adopted.
Reduced weight
• Aluminum rotor housings adopted.
• Aluminum engine mount brackets adopted.
Improved driving
• Advanced front-midship layout adopted.
performance
Reduced engine noise and
• Oil-filled engine mount rubber adopted.
vibration
• Bathtub shaped combustion chambers adopted.
Improved fuel economy • By-pass valve in the eccentric shaft adopted.
• Anti-wet port adopted.
End Of Sie
01–10–1
MECHANICAL
ENGINE STRUCTURAL VIEW
CHU011001001S02
BHJ0110N002
End Of Sie
01–10–2
MECHANICAL
ENGINE FRONT COVER CONSTRUCTION
CHU011010908S01
• The lightweight, aluminum alloy engine front cover includes a metering oil pump driven gear shaft, metering oil
pump driven gear and oil cooler with a hydraulic pressure adjusted oil pressure control valve. An internal oil
passage for a metering type oil pump has also been added.
01–10
METERING OIL PUMP

DRIVEN GEAR
METERING OIL PUMP

DRIVEN GEAR SHAFT
FROM FRONT HOUSING
OIL PRESSURE CONTROL VALVE

OIL PASSAGE
TO OIL COOLER
CHU0110S003
End Of Sie
01–10–3
MECHANICAL
ROTOR HOUSING CONSTRUCTION
CHU011010908S02
• Based on the SIP (Sheetmetal Insert Process) production method utilizing special steel on the inner surface
and casting aluminum around the steel circumference, the rotor housings employ the benefits of both the
lightweight feature of aluminum together with the excellent strength of steel. By the addition of MCP (Micro
Channel Porous) chromium plating to the inner trochoid surface, fine grooves have been made in the surface of
the chromium plating for improved oil retention.
• A fluorocarbon resin coating has been added to the trochoid surface for improved initial break-in.
HOUSING MATERIAL
TROCHOID SURFACE
PLATING
BACKING MATERIAL
CHJ0110S006
End Of Sie
01–10–4
MECHANICAL
SIDE HOUSING OUTLINE
CHU011010908S03
• With the adoption of a side intake and exhaust port system, the exhaust ports have been moved from the rotor
housing to the side housing.
• Intake and exhaust port overlap has been eliminated on the side intake and exhaust port system by way of
independently set intake and exhaust port size configurations. As a result, stable combustion is achieved due
to the combustion gas not flowing into the intake process.
• With 2 exhaust ports per rotor, the current exhaust ports have approximately 2 times the exhaust port surface
area compared with the previous ports. Because of this, open-timing on the exhaust ports can be retarded 01–10
while maintaining sufficient port size. Therefore, the expansion process period has been increased, improving
heat efficiency and resulting in high engine output with reduced fuel consumption.
• Intake air resistance has been largely reduced by the approximate 30% expansion of the intake port surface
area compared with the previous ports. By retarding the close-timing of the intake ports, intake air volume has
been increased for higher engine output.
• With the adoption of side exhaust ports, non-combusted gas, which used to be swept by the apex seals, is sent
to the next combustion process for re-combustion, resulting in reduced exhaust from non-combusted gas.
PORT SURFACE AREA

EXHAUST PORT INTAKE PORT
AUXILIARY PORT PERIPHERAL OVERLAP

(HIGH POWER ONLY) EXHAUST
PERIPHERAL
EXHAUST
(RX-7)
B T B
INTAKE PORT D D D
C C C
PORT SURFACE AREA
SIDE EXHAUST SIDE EXHAUST

EXHAUST PORT
PERIPHERAL
EXHAUST
SIDE EXHAUST
(RX-8)
PERIPHERAL
EXHAUST SIDE EXHAUST
(RX-7) (RX-8)
EXHAUST PORT
EXHAUST PORT
EXHAUST PORT
EXHAUST PORT
SIDE EXHAUST
PERIPHERAL
(RX-8)
EXHAUST
(RX-7) ROTOR
ROTOR
NON-COMBUSTED GAS NON-COMBUSTED GAS
CHJ0110S004
End Of Sie
SIDE HOUSING CONSTRUCTION
CHU011010908S04
• To speed catalytic activation during cold-engine start, inserts have been installed in each exhaust port to
maintain the higher temperatures. Above each exhaust port is a secondary air port, which sends secondary air
close to the combustion chamber.
• The housing forms the engine outer core with the intermediate housing positioned between the two rotor
housings, which are further enclosed by front and rear housings. The components of the housing are
positioned precisely using tubular dowel pins.
01–10–5
MECHANICAL
• On the front and rear housings are the installation bosses for the stationary gears that regulate the rotational
movement of the rotors supporting the eccentric shaft.
• On the front housing are the bosses for installing the oil pump and the oil strainer.
• On the intermediate housing are the bosses for the primary injectors, which are placed near the combustion
chambers for semi-direct injection. There are also additional bosses for the oil level gauge and the oil filler pipe.
• On the rear housing are the bosses for installing the oil filter and the oil pressure regulator.
• The special cast iron side housings are processed with soft-nitriding for improved wear resistance of the rotor
friction surfaces. Wall thickness in each area of the side housings has been reduced for weight reduction.
• Each of the housings are sealed together with rubber seals at the inner and outer circumferences of the water
jacket surrounding the rotor friction surface.
STATIONARY GEAR
INSTALLATION BOSS
AUXILIARY PORT (HIGH POWER ONLY)
OIL FILTER
INTAKE PORT INSTALLATION
BOSS
OIL FILLER PIPE EXHAUST PORT
INSTALLATION BOSS
INTAKE PORT
EXHAUST PORT
RUBBER SEAL
REAR HOUSING
STATIONARY GEAR
PRESSURE REGULATOR
INSTALLATION BOSS
INSTALLATION BOSS
OIL LEVEL GAUGE REAR ROTOR
INSTALLATION BOSS HOUSING
INTERMEDIATE
HOUSING
TUBULAR DOWEL
FRONT ROTOR
HOUSING
OIL PUMP FRONT HOUSING

INSTALLATION
BOSS PRIMARY INJECTOR REAR HOUSING CROSS-SECTIONAL VIEW
OIL STRAINER INSTALLATION BOSS
INSTALLATION
BOSS
AUXILIARY PORT
(HIGH POWER ONLY)
INTAKE PORT
SECONDARY AIR
PORT
EXHAUST PORT
INSERT
CHJ0110S005
01–10–6
MECHANICAL
• The anti-wet port with a projection is located on the bottom edge of the primary port. With the anti-wet port, jet
air from the jet air fuel mixing nozzle, located at the primary port outlet of the intake manifold, flows upward, and
atomization is accelerated under low load when air intake velocity is slow. At the same time, air current is
formed so that the air-fuel mixture flows to the spark plugs. As a result, stable combustion is obtained.
PRIMARY PORT
01–10
JET AIR
JET AIR FUEL MIXING NOZZLE ANTI-WET PORT

CHJ0110S022
End Of Sie
TENSION BOLT CONSTRUCTION
CHU011010908S05
• The tension bolts, pointed from the rear to the front housing, are tightened to fix the housings.
• Corrugation at the center of the tension bolts prevents resonance.
• There are two types of tension bolt lengths, with the longer bolts having a hole in the bolt head for
differentiating between the two types of lengths.
CORRUGATION
SEAL WASHER TENSION BOLT
OTHER BOLT
TYPE
No.18 BOLT
No.18 BOLT
IDENTIFICATION HOLE
CHJ0110S007
End Of Sie
01–10–7
MECHANICAL
STATIONARY GEAR CONSTRUCTION
CHU011010908S06
• The special steel used for the stationary gear is processed with ion nitriding for improved strengthening against
fatigue on the tooth surfaces.
• The main bearing is pressed into the stationary gear. Rotation lock of this bearing is done with a screw for the
high power and a rotation lock tab for the standard power.
• A needle bearing and thrust plate have been assembled in the front stationary gear for regulation of the
eccentric shaft end play.
•
STATIONARY GEAR (STANDARD POWER)
MAIN BEARING
FRONT REAR REAR STATIONARY GEAR
MAIN BEARING
SCREW
(HIGH POWER)
ROTATION LOCK TAB
SCREW
(HIGH POWER)
NEEDLE BEARING
FRONT STATIONARY GEAR
MAIN BEARING
THRUST PLATE
PLATE
CHJ0110S008
End Of Sie
01–10–8
MECHANICAL
ECCENTRIC SHAFT CONSTRUCTION
CHU011011901S01
• The highly durable, forged carbon steel eccentric shaft is processed with induction hardening for improved
wear resistance.
• The oil passage supplying lubrication for each journal and the rotor cooling oil jet plugs, runs from the front end
of the eccentric shaft to the rear main journal.
• The rotor cooling oil jet plugs inject oil into the rotor interior.
01–10
OIL JET PLUG
OIL PASSAGE
ROTOR
OIL JET PLUG
ECCENTRIC SHAFT
CHJ0110S009
End Of Sie
01–10–9
MECHANICAL
ECCENTRIC SHAFT BYPASS VALVE CONSTRUCTION
CHU011011901S02
• An eccentric shaft bypass valve has been adopted to shorten the engine warm up period. The eccentric shaft
bypass valve allows engine oil in the oil passage to escape at cold-engine start, maintaining a pressure in the
eccentric shaft that prohibits injection of rotor cooling engine oil from the oil jet plugs until the engine is warmed
up.
ROTOR
ECCENTRIC SHAFT
OIL JET PLUG
ENGINE OIL TEMPERATURE: 60˚C {140˚F} OR ABOVE
ECCENTRIC SHAFT
BYPASS VALVE
ENGINE OIL TEMPERATURE: LESS THAN 60˚C {140˚F} ENGINE OIL
ENGINE OIL
OIL PRESSURE RELIEF
ECCENTRIC BYPASS VALVE
CHJ0110S010
End Of Sie
BALANCE WEIGHT, COUNTERWEIGHT (AT), FLYWHEEL (MT) OUTLINE
CHU011011901S03
• The flywheel is approximately 20% lighter than the previous flywheel for improved engine response.
End Of Sie
01–10–10
MECHANICAL
BALANCE WEIGHT, COUNTERWEIGHT (AT), FLYWHEEL (MT) CONSTRUCTION
CHU011011901S04
• A balance weight and a counterweight (AT) have been installed to prevent dynamic unbalance.
• For MT, a weight has been added to perimeter of the flywheel to obtain the same balancing effect as the
counterweight on AT.
• The weight of balance weights for both MT and AT changes in accordance with the difference in rotation-
related mass of the transmission that is employed.
MT AT 01–10
BALANCE WEIGHT
BALANCE WEIGHT
COUNTERWEIGHT
FLYWHEEL
WEIGHT
CHJ0110S011
End Of Sie
ROTOR OUTLINE
CHU011011910S01
• Lightweight rotors have been adopted that correspond to the high-speed rotation for improved engine
response.
End Of Sie
ROTOR CONSTRUCTION
CHU011011910S02
• The special cast iron rotors have a hollow interior structure.
• Reduction in rotor weight has been achieved by reducing the thickness of the ribs in the rotor interior.
• The outer surfaces of the rotor include rotor recesses that serve as the combustion chambers. (Bathtub shape)
• A rotor bearing has been installed to the interior wall of the central axial area because the wall rubs against the
eccentric shaft.
• Flank cuts are located at the corners of the rotor to delay exhaust closing timing by approx. 15 degrees,
improving exhaust efficiency.
RIB
INTERNAL GEAR
FLANK CUT
ROTOR RECESS
DIRECTION OF
ROTOR ROTATION
INTERNAL GEAR SPRING PIN ROTOR BEARING
CHJ0110S012
End Of Sie
01–10–11
MECHANICAL
APEX SEAL CONSTRUCTION
CHU011011910S03
• The special iron cast apex seals have been electronic beam processed to improve abrasion resistance on the
trochoid friction surface.
• The apex seal is comprised of two parts including a side piece set on the sharp end of an apex seal. The apex
seals maintain a gas seal while sweeping the trochoid surface by the combined force of the apex seal springs
and centrifugal force of the rotor rotation.
APEX SEAL SIDE PIECE
APEX SEAL
SPRING
CHJ0110S013
End Of Sie
01–10–12
MECHANICAL
SIDE SEAL CONSTRUCTION
CHU011011910S04
• The iron sintering system side seals maintain a gas seal while sweeping the side housing by the force of the
side seal springs.
• With the adoption of keystone-shaped (bulged shape) side seals, scraping and removal of carbon that collects
in the side seal grooves has been improved. At the same time, gas sealing performance on the friction surface
and seal performance have been strengthened.
SIDE SEAL
01–10
ROTOR
SIDE SEAL SPRING
SHAPE ON THE END OF THE SIDE SEAL
SIDE SEAL
SIDE SEAL SPRING
CHJ0110S014
End Of Sie
01–10–13
MECHANICAL
CORNER SEAL CONSTRUCTION
CHU011011910S05
• The special cast iron corner seals maintain a gas seal while sweeping the side housing by the force of the
corner seal springs. In addition, the chrome plating on perimeter side of the corner seals has reduced wear on
the rotor installation holes.
• There are two types of corner seal diameters to match the inner diameters of the corner seal installation holes
on the rotor. To aid in the selection of the type of corner seal to be used when replacing corner seals,
identification marks have been provided on the rotor.
CORNER SEAL
CORNER SEAL PLUG
CORNER SEAL SPRING
POSITION OF IDENTIFICATION MARK FOR

CORNER SEAL INNER DIAMETER
(IDENTIFICATION MARK: S OR L)
CHJ0110S015
End Of Sie
01–10–14
MECHANICAL
OIL SEAL CONSTRUCTION
CHU011011910S06
• To prevent the oil that is supplied to the inner rotor for cooling and for lubrication of the bearings from leaking
into the combustion chambers from the side surfaces, two oil seals have been added to each side of the rotor.
• The tapered lips press against the housing friction surface to perform oil sweeping and have employed hard-
chrome plating for improved wear resistance.
• The addition of oil seal springs between the oil seals and the rotor maintain a oil seal against the side housing
friction surface. Colored marks for identification of the spring have been added on the oil seal spring.
01–10
OIL SEAL O-RING INTERNAL GEAR
SEC. A—A OIL SEAL SPRING
O-RING A A
OIL SEAL SPRING
LOCK AGAINST ROTATION IDENTIFICATION COLOR

OIL SEAL
DIRECTION OF ROTOR ROTATION

OIL SEAL SPRING
CHJ0110S016
End Of Sie
CUT-OFF SEAL OUTLINE
CHU011011910S07
• New seals have been adopted in accordance with the side exhaust port system for improved combustion
stability.
End Of Sie
01–10–15
MECHANICAL
CUT-OFF SEAL CONSTRUCTION
CHU011011910S08
• The zero-overlap side exhaust port system has structurally reduced the mixing of exhaust gas in the intake air
process. When the position of the rotor is at top dead center (TDC) of exhaust, the intake ports and exhaust
ports are closed by the side surfaces of the rotor. However, exhaust gas flows into the intake air port passing
through the minute gap between the rotor and the side housing. To prevent this, exhaust gas has been blocked
from flowing into the intake air process by a cut-off seal set between the oil seal and side seal.
• A gas seal is maintained against the housing friction surface by the addition of a spring between the cut-off seal
and the rotor.
OIL SEAL GROOVE

SIDE SEAL GROOVE
CUT-OFF SEAL SPRING

CUT-OFF SEAL
WITH CUT-OFF SEAL WITHOUT CUT-OFF SEAL
CUT-OFF SEAL
EXHAUST
SIDE SEAL OIL SEAL GAS
INTERNAL GEAR
CHJ0110S017
End Of Sie
01–10–16
MECHANICAL
DRIVE BELT CONSTRUCTION
CHU011015800S01
• The V-ribbed drive belts are composed of two belts, one that drives the generator and the water pump, and
another that drives the A/C compressor. Serviceability has been improved from this simple layout based on the
motorization of the air pump and P/S pump that were formerly driven by drive belts.
GENERATOR PULLEY
01–10
DRIVE BELT
A/C COMPRESSOR PULLEY

WATER PUMP PULLEY
TENSIONER PULLEY
ECCENTRIC SHAFT PULLEY
CHJ0110S018
End Of Sie
ECCENTRIC SHAFT PULLEY DESCRIPTION
CHU011011400S01
• The eccentric shaft pulleys are made of carbon steel and are installed to the eccentric shaft through the pulley
boss.
CROSS-SECTIONAL VIEW
PULLEY BOSS
ECCENTRIC SHAFT
POSITION PLATE
ECCENTRIC SHAFT PULLEY
CHJ0110S019
End Of Sie
01–10–17
MECHANICAL
ENGINE MOUNT OUTLINE
CHU011039000S01
• With the adoption of a naturally aspirated engine, an ideal engine layout (advanced front-midship layout) has
been realized by the engine being positioned approximately 60 mm {2.36 in} further rearward and
approximately 39 mm {1.54 in} further downward than the previous engine. This has been made possible by
reducing the height the oil pan and placing intake air related parts at the front of the engine.
BHJ0110N022
End Of Sie
ENGINE MOUNT CONSTRUCTION
CHU011039000S02
• The use of mount rubber to support areas under the engine where there is less vibration as well as oil-filled
mount rubber has reduced engine vibration.
• With the adoption of aluminum engine mount brackets, weight reduction have been achieved.
ENGINE MOUNT BRACKET (RH)
ENGINE MOUNT RUBBER (RH) ENGINE MOUNT BRACKET (LH)
ENGINE MOUNT RUBBER
ENGINE MOUNT RUBBER (LH)
CHJ0110S021
End Of Sie
01–10–18
LUBRICATION
01–11 LUBRICATION
LUBRICATION SYSTEM OUTLINE . . . . 01–11–1 OIL STRAINER CONSTRUCTION . . . . . . 01–11–4
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–11–1 OIL PUMP CONSTRUCTION. . . . . . . . . . 01–11–4
LUBRICATION STRUCTURAL VIEW. . . 01–11–1 METERING OIL PUMP
LUBRICATION SYSTEM FLOW CONSTRUCTION/OPERATION . . . . . . . 01–11–5
CHART . . . . . . . . . . . . . . . . . . . . . . . . . 01–11–2 Construction . . . . . . . . . . . . . . . . . . . . . 01–11–5
OIL FILTER CONSTRUCTION . . . . . . . . 01–11–2 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–11–6 01–11
OIL COOLER CONSTRUCTION. . . . . . . 01–11–2 Fail-safe function. . . . . . . . . . . . . . . . . . 01–11–6
OIL PAN CONSTRUCTION. . . . . . . . . . . 01–11–3
End of Toc
LUBRICATION SYSTEM OUTLINE
CHU011101008S01
Features
• A compact oil filter adopted
Reduced weight • An oil strainer made of plastic adopted
• A thin oil pan made of steel adopted
• A two-rotor type trochoid oil pump adopted
Improved lubricity
• An electric type metering oil pump adopted
End Of Sie
LUBRICATION STRUCTURAL VIEW
CHU011101008S02
OIL FILTER
OIL STRAINER
OIL PAN
METERING OIL PUMP

OIL LEVEL SWITCH
OIL COOLER*
OIL PUMP
OIL COOLER
*: HIGH POWER
CHU0111S001
End Of Sie
01–11–1
LUBRICATION
LUBRICATION SYSTEM FLOW CHART
CHU011101008S03
OIL FILTER
METERING OIL PUMP
OIL PRESSURE
REGULATOR VALVE
OIL PAN
OIL PUMP
OIL
STRAINER
OIL COOLER*
OIL COOLER
*: HIGH POWER
CHU0111S002
End Of Sie
OIL FILTER CONSTRUCTION
CHU011101008S04
• A full-flow type oil filter, one with an outer diameter of 65 mm {2.56 in} (Denso*), or another with a diameter of
68 mm {2.68 in} (Tokyo Roki) have been adopted. The oil filter manufacturer (Denso or Tokyo Roki) is indicated
on the label of the filter.
* : Used on assembly line
End Of Sie
OUTER
DIAMETER
CHU0111S020
OIL COOLER CONSTRUCTION

CHU011110040S01
• A large-sized, air-cooled type oil cooler has been adopted to handle the heat load resulting from the high
engine output.
• The oil cooler component is composed of an oil cooler body made of aluminum, and an oil cooler duct made of
rubber.
01–11–2
LUBRICATION
01–11
OIL
OIL COOLER BODY COOLER
DUCT
CHU0111S009
OIL COOLER
OIL COOLER*
*: HIGH POWER
CHU0111S007
End Of Sie
OIL PAN CONSTRUCTION
CHU011110040S02
• A thin oil pan made of steel has been adopted to lower the engine height.
• An oil baffle plate has been adopted inside the oil pan to stabilize engine oil slosh or aeration when the vehicle
rolls and to prevent air suction in the oil strainer.
• An oil level switch has been adopted on the center of the oil pan. A low oil level warning light in the instrument
cluster illuminates when the oil level is below the specified amount.
• An oil level switch inputs directly to the PCM. The PCM has an anti slosh circuit similar to the fuel level sensor.
The PCM turns on the low oil level warning light.
• A silicon sealant with excellent sealing qualities has been adopted. Also, sealing slots have been adopted on
the oil pan attachment side to improve sealing performance.
End Of Sie
OIL LEVEL SWITCH
SEALING SLOT
OIL BAFFLE PLATE
CHU0111S004
01–11–3
LUBRICATION
OIL STRAINER CONSTRUCTION
CHU011101008S05
• A plastic oil strainer with a resin filter in the middle of the strainer has been adopted for weight reduction.
EXTERNAL VIEW SEC. A-A'
OIL STRAINER BODY

FILTER
A
OIL STRAINER BODY

A'
OIL INLET
CHU0111S005
End Of Sie
OIL PUMP CONSTRUCTION
CHU011101008S06
• A trochoid type oil pump has been adopted.
• A two-rotor type oil pump has been adopted for improved oil discharging ability and downsizing. It is also
beneficial for reducing discharging pulsation.
• An efficient, compact 4-lobe epitrochoid and 5-flank inner envelope type gear has been adopted for the oil
pump.
• The oil pump consists of oil pump body, shaft, front outer rotor, front inner rotor, middle plate, rear inner rotor,
and rear outer rotor.
,
SEC. A-A A
REAR OUTER ROTOR
OIL INLET OIL OUTLET
REAR INNER ROTOR
FRONT INNER ROTOR
MIDDLE PLATE
,
A
MIDDLE PLATE
FRONT OUTER ROTOR
SHAFT
OIL PUMP BODY
CHU0111S011
01–11–4
LUBRICATION
• An oil pressure regulator has been adopted on
the rear side housing to release oil when the oil
pressure is 538—638 kPa {5.5—6.5 kgf/cm2,
78.0—92.5 psi} or more.
End Of Sie BELOW
SPECIFIED
VALUE
01–11
ABOVE
SPECIFIED
VALUE
CHU0111S015
METERING OIL PUMP CONSTRUCTION/OPERATION

CHU011101008S07
Construction
• An electric metering oil pump has been adopted to reduce oil consumption by controlling the amount of oil
discharged.
• The electric metering oil pump is controlled by the PCM.
• The PCM sends a pulse signal controlling the amount of oil discharged to the metering oil pump according to
the engine rotation, engine coolant temperature, and the amount of intake air.
METERING OIL PUMP STEPPING MOTOR
PCM
ENGINE ATTACHMENT
OIL OUTLET SIDE 2Y 2V 2AB 2W
C
D
COIL NO.1
OIL INLET
E
COIL NO.2
STEPPING MOTOR F
COIL NO.3
SECTIONAL VIEW A
COIL NO.4
DIFFERENTIAL
POSITIONING PLUNGER B
SWITCH PLUNGER
SUB-PLUNGER
PCM
POSITIONING SWITCH
1U 2N
A
UNUSED
SUB-PLUNGER TERMINAL
CONTROL PIN OIL C
INLET
DIFFERENTIAL PLUNGER
PLUNGER DRIVING WORM
CHU0111S013
01–11–5
LUBRICATION
• Two oil nozzles are adopted on each rotor in order to improve lubrication in the side housing and side seal in
accordance with the adoption of the side exhaust system. They are tilted toward the side housing to inject oil
directly to the side housing.
OIL NOZZLES
OIL NOZZLES
SIDE SIDE HOUSING

HOUSING ROTOR
HOUSING
CHU0111S016
Operation
• The oil discharging mechanism consists of the plunger and differential plunger driven by the driving worm. The
driving worm is driven by the eccentric shaft through the driven gear.
• The amount of oil discharged is controlled by change in the stroke of the plunger and the rotation of the control
pin attached to the stepping motor according to the signal from the PCM.
• The operation of the stepping motor is monitored by the positioning switch and it ensures the optimum amount
of oil discharge according to the driving condition.
• The oil nozzle receives the barometric pressure from the air hose to prevent the negative pressure from the
engine being applied to the oil inlet. Also, a one-way check valve has been adopted to prevent oil from flowing
out of the air hose side when the engine is under positive pressure.
AIR HOSE SIDE
ONE-WAY
CHECK VALVE
OIL INLET
OIL OUTLET HOUSING SIDE

CHU0111S008
Fail-safe function
• Fail-safe function operates when the engine senses a failure in the stepping motor and the positioning switch.
• When the fail-safe function operates, the PCM keeps the control pin at the minimum stroke position and the oil
supply is only in proportion to the engine rotation rate. Thus, the minimum amount of oil at each engine rotation
rate is supplied.
• Normal driving is possible when the amount of the oil required by the engine is within the minimum oil
discharge.
• When the amount of the oil required by the engine is more than the minimum oil discharge, fuel injection is
restricted, increased engine rotation is suppressed, and seizure of each seal inside the engine is prevented.
End Of Sie
01–11–6
COOLING SYSTEM
01–12 COOLING SYSTEM
COOLING SYSTEM OUTLINE . . . . . . . . 01–12–1 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–12–4
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–12–1 WATER PUMP
COOLING SYSTEM STRUCTURAL CONSTRUCTION/OPERATION . . . . . . . 01–12–5
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–12–1 Construction . . . . . . . . . . . . . . . . . . . . . 01–12–5
COOLING SYSTEM FLOW CHART . . . . 01–12–2 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–12–5
COOLING SYSTEM CAP, COOLANT COOLING FAN, COOLING FAN MOTOR, 01–12
RESERVE TANK CONSTRUCTION . . . 01–12–3 RADIATOR COWLING
RADIATOR CONSTRUCTION . . . . . . . . 01–12–4 CONSTRUCTION/OPERATION . . . . . . . 01–12–5
THERMOSTAT Construction . . . . . . . . . . . . . . . . . . . . . 01–12–5
CONSTRUCTION/OPERATION . . . . . . 01–12–4 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–12–5
Construction. . . . . . . . . . . . . . . . . . . . . 01–12–4
End of Toc
COOLING SYSTEM OUTLINE
CHU011201008S01
Features
Improved reliability • A degassing type coolant reserve tank adopted
Reduced weight • A down flow type radiator with aluminum core and plastic tank adopted
Miniaturization • A built-in type water pump adopted
Reduced engine noise and
• A cooling fan with electric motor adopted
vibration
End Of Sie
COOLING SYSTEM STRUCTURAL VIEW
CHU011201008S02
COOLING SYSTEM CAP THERMOSTAT
WATER PUMP
COOLANT
RESERVE TANK
RADIATOR
COOLING FAN COMPONENT
CHU0112S002
End Of Sie
01–12–1
COOLING SYSTEM
COOLING SYSTEM FLOW CHART
CHU011201008S03
COOLANT
RESERVE
TANK
HEATER
THERMOSTAT
ENGINE
WATER
PUMP
RADIATOR
CHU0112S001
End Of Sie
01–12–2
COOLING SYSTEM
COOLING SYSTEM CAP, COOLANT RESERVE TANK CONSTRUCTION
CHU011201008S04
• A low-pressure type cap has been adopted for the cooling system cap. It is installed on the coolant reserve
tank to improve serviceability when adding engine coolant and bleeding air.
• A degassing type coolant reserve tank has been adopted, to integrate the simple airtight sub-tank and the air/
water separating tank, improving the air/water separating function. The integrated and large-size degassing
tank consists of a labyrinth structure with internal barriers to lengthen the distance to the outlet and reduce the
flow speed to lengthen the time the engine coolant has to accumulate, improving the air/water separation
function. 01–12
• An orifice has been adopted inside the coolant reserve outlet hose. The orifice minimizes the inner tube space
and controls the engine coolant amount to stabilize the engine coolant pressure properly when the engine
output is high.
• A coolant level switch has been adopted on the side of the coolant reserve tank. A warning light in the
instrument cluster illuminates when the engine coolant is below the specified amount.
COOLANT RESERVE TANK EXTERNAL VIEW COOLANT RESERVE TANK SIDE VIEW
CAP PRESSURE
COOLING SYSTEM CAP
FRONT
THERMOSTAT
COOLANT
A A' LEVEL
COOLANT SWITCH
RESERVE TANK
ATOMOSPHERIC
FRONT DISCHARGE
WATER
SEC. A-A' (LABYRINTH STRUCTURE)
RADIATOR PUMP
COOLANT FLOW
BARRIER RADIATOR
FRONT
ORFICE
WATER
PUMP
THERMOSTAT
CHU0112S007
End Of Sie
01–12–3
COOLING SYSTEM
RADIATOR CONSTRUCTION
CHU011201008S05
• A corrugated fin type radiator has been adopted.
• The radiator tanks are made of plastic and the
core is made of aluminum for weight reduction.
• The down-flow direction of water inside the
radiator causes air to bleed from the cooling
TANK
system easier.
• Four rubber-insulated mounting brackets are
utilized to decrease vibration.
• To improve both the cooling ability and the sporty
design, the radiator is designed to tilt forward to
reduce the height and to take in the air from the
inlet installed under the bumper.
End Of Sie
TANK
CORE
CHU0112S005
THERMOSTAT CONSTRUCTION/OPERATION
CHU011201008S06
Construction
• A wax-type thermostat with a jiggle-pin has been
adopted. The thermostat body is made of
stainless steel with excellent corrosion resistance. COOLANT FLOW
JIGGLE PIN
UPPER
RADIATOR ENGINE SIDE
HOSE SIDE
CHU0112S003
Operation
• When the engine coolant temperature is below 80°C {176°F}, the valve closes and lets the engine coolant
circulate inside the engine to improve engine warming performance. When the engine coolant temperature is
between 80 °C {176°F} to 84 °C {183°F}, the thermostat begins to open the valve and engine coolant flows to
the radiator to stabilize engine coolant temperature.
End Of Sie
01–12–4
COOLING SYSTEM
WATER PUMP CONSTRUCTION/OPERATION
CHU011201008S07
Construction
• The water pump is composed of a steel water pump pulley, a water pump body made of aluminum alloy, and
the gasket. The spiral casing is built into the front cover for weight reduction.
01–12
SECTIONAL VIEW
GASKET
WATER PUMP BODY
WATER PUMP PULLEY

SPIRAL
CASING
CHU0112S004
Operation
• The water pump is driven by the drive pulley.
End Of Sie
COOLING FAN, COOLING FAN MOTOR, RADIATOR COWLING CONSTRUCTION/OPERATION
CHU011201008S08
Construction
• Plastic cooling fans and radiator cowling have COOLING FAN
been adopted for weight reduction. COOLING FAN
RADIATOR COWLING MOTOR NO.2
MOTOR NO.1
• Both cooling fans and cooling fan motors are
attached to the radiator cowling.
• An electric motor type cooling fans operated by a
fan control signal from the PCM has been
adopted.
COOLING FAN NO.2

COOLING FAN NO.1
BHJ0112N006
Operation
• Cooling fans No.1 and No.2 operate simultaneously according to the engine coolant temperature and whether
the A/C is on or off. Two- stage control has been adopted to the cooling fan with high and low speed rotation
allowing noise reduction and power savings. (See 01–40–37 ELECTRICAL FAN CONTROL OPERATION.)
End Of Sie
01–12–5
INTAKE-AIR SYSTEM
01–13 INTAKE-AIR SYSTEM
INTAKE-AIR SYSTEM OUTLINE . . . . . . 01–13–1 VARIABLE FRESH AIR DUCT (VFAD)
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–13–1 SOLENOID VALVE FUNCTION
INTAKE-AIR SYSTEM STRUCTURAL (13B-MSP (HIGH POWER)) . . . . . . . . . . 01–13–12
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–13–2 VARIABLE FRESH AIR DUCT (VFAD)
INTAKE-AIR SYSTEM DIAGRAM . . . . . 01–13–3 SOLENOID VALVE
INTAKE-AIR SYSTEM HOSE ROUTING CONSTRUCTION/OPERATION 01–13
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–13–4 (13B-MSP (HIGH POWER)) . . . . . . . . . . 01–13–12
FRESH-AIR DUCT FUNCTION . . . . . . . . 01–13–4 VARIABLE FRESH AIR DUCT (VFAD)
FRESH-AIR DUCT CONSTRUCTION. . . 01–13–5 ACTUATOR FUNCTION
AIR CLEANER FUNCTION . . . . . . . . . . . 01–13–5 (13B-MSP (HIGH POWER)) . . . . . . . . . . 01–13–12
AIR CLEANER CONSTRUCTION. . . . . . 01–13–5 VARIABLE FRESH AIR DUCT (VFAD)
RESONANCE CHAMBER ACTUATOR CONSTRUCTION/OPERATION
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 01–13–5 (13B-MSP (HIGH POWER)) . . . . . . . . . . 01–13–13
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–13–5 VARIABLE DYNAMIC EFFECT
THROTTLE BODY FUNCTION . . . . . . . . 01–13–6 INTAKE-AIR (VDI) SOLENOID VALVE
THROTTLE BODY FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 01–13–13
CONSTRUCTION/OPERATION . . . . . . 01–13–6 VARIABLE DYNAMIC EFFECT
Construction. . . . . . . . . . . . . . . . . . . . . 01–13–6 INTAKE-AIR (VDI) SOLENOID VALVE
Operation . . . . . . . . . . . . . . . . . . . . . . . 01–13–6 CONSTRUCTION/OPERATION . . . . . . . 01–13–13
INTAKE MANIFOLD FUNCTION . . . . . . 01–13–6 VARIABLE DYNAMIC EFFECT
INTAKE MANIFOLD INTAKE-AIR (VDI) ACTUATOR
CONSTRUCTION . . . . . . . . . . . . . . . . . 01–13–7 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 01–13–13
Construction. . . . . . . . . . . . . . . . . . . . . 01–13–7 VARIABLE DYNAMIC EFFECT
SEQUENTIAL DYNAMIC AIR INTAKE INTAKE-AIR (VDI) ACTUATOR
SYSTEM (S-DAIS) OUTLINE . . . . . . . . 01–13–7 CONSTRUCTION/OPERATION . . . . . . . 01–13–14
SEQUENTIAL DYNAMIC AIR INTAKE AUXILIARY PORT VALVE (APV) MOTOR
SYSTEM (S-DAIS) STRUCTURE . . . . . 01–13–8 FUNCTION (13B-MSP
SEQUENTIAL DYNAMIC AIR-INTAKE (HIGH POWER)) . . . . . . . . . . . . . . . . . . . 01–13–14
SYSTEM (S-DAIS) OPERATION . . . . . 01–13–9 AUXILIARY PORT VALVE (APV) MOTOR
Operation Outline. . . . . . . . . . . . . . . . . 01–13–9 CONSTRUCTION/OPERATION
Operation . . . . . . . . . . . . . . . . . . . . . . . 01–13–9 (13B-MSP (HIGH POWER)) . . . . . . . . . . 01–13–14
SECONDARY SHUTTER VALVE (SSV) CHECK VALVE FUNCTION . . . . . . . . . . . 01–13–14
SOLENOID VALVE FUNCTION . . . . . . 01–13–11 CHECK VALVE
SECONDARY SHUTTER VALVE (SSV) CONSTRUCTION/OPERATION . . . . . . . 01–13–15
SOLENOID VALVE CONSTRUCTION/ JET AIR FUEL MIXING SYSTEM
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–13–11 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–13–15
SECONDARY SHUTTER VALVE (SSV) JET AIR FUEL MIXING SYSTEM
ACTUATOR FUNCTION . . . . . . . . . . . . 01–13–12 CONSTRUCTION . . . . . . . . . . . . . . . . . . 01–13–15
SECONDARY SHUTTER VALVE (SSV) JET AIR FUEL MIXING SYSTEM
ACTUATOR CONSTRUCTION/ OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–13–16
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–13–12
End of Toc
INTAKE-AIR SYSTEM OUTLINE
CHU011300113S01
Features
Improved engine controllability • Drive-by-wire system, which opens and closes throttle valve by throttle actuator,
adopted
Improved engine output • Sequential dynamic air intake system (S-DAIS) adopted
Improved idle fuel economy • Jet air fuel mixing system adopted
End Of Sie
01–13–1
INTAKE-AIR SYSTEM
INTAKE-AIR SYSTEM STRUCTURAL VIEW
CHU011300113S02
CHECK VALVE
VDI ACTUATOR
SSV SOLENOID
SSV ACTUATOR VALVE
INTAKE MANIFOLD
VDI SOLENOID
APV MOTOR VALVE
(13B-MSP (HIGH POWER))
VFAD SOLENOID VALVE

THROTTLE BODY
CHECK VALVE
RESONANCE CHAMBER
VACUUM CHAMBER
FRESH-AIR DUCT
VFAD ACTUATOR AIR CLEANER

(ILLUSTRATION SHOWS 13B-MSP (HIGH POWER))

CHU0113S001
End Of Sie
01–13–2
INTAKE-AIR SYSTEM
INTAKE-AIR SYSTEM DIAGRAM
CHU011300113S03
TO CHARCOAL CANISTER
AIR SSV
SOLENOID CATCH TANK
SOLENOID VFAD
VALVE VALVE
VDI THROTTLE
SOLENOID C VALVE 01–13
VALVE A B TO METERING OIL NOZZLE
TO FUEL TANK
CHECK
VACUUM VALVE
CHAMBER
VDI ACTUATOR
TO REAR TO POWER
PRIMARY/SECONDARY BRAKE UNIT
SSV D VACUUM
PORTS VFAD
VDI VALVE AUXILIARY CHAMBER
PORT ACTUATOR
SSV ACTUATOR /APV
B VALVE FRONT
PRIMARY PORT HOUSING VFAD
INTERMEDIATE SOLENOID
HOUSING VALVE
D C
JET AIR
FUEL MIXING NOZZLE CHECK VALVE
APV
MOTOR 13B-MSP
(HIGH POWER)
13B-MSP SECONDARY
(HIGH POWER) PORT
A
TO PCM
CHU0113W001
End Of Sie
01–13–3
INTAKE-AIR SYSTEM
INTAKE-AIR SYSTEM HOSE ROUTING DIAGRAM
CHU011300113S04
VDI ACTUATOR
SSV ACTUATOR
AIR SOLENOID
INTAKE MANIFOLD VALVE
METERING
OIL NOZZLE
EXTENSION MANIFOLD
(UPPER)
PURGE
SOLENOID VALVE
AIR PUMP
METERING
OIL NOZZLE
VACUUM
CHAMBER ONE-WAY
CHECK VALVE
SSV SOLENOID
AIR CONTROL VALVE VALVE
EXHAUST MANIFOLD
VDI SOLENOID VALVE
ONE-WAY CHECK VALVE

VFAD SOLENOID VALVE
VACUUM CHAMBER
VFAD ACTUATOR
( ILLUSTRATION SHOWS 13B-MSP (HIGH POWER))
CHU0113W002
End Of Sie
FRESH-AIR DUCT FUNCTION
CHU011313200S01
• Channels air to the air cleaner.
• For 13B-MSP (High Power), the VFAD valve has been adopted, improving torque and output at the medium-
high speed range.
End Of Sie
01–13–4
INTAKE-AIR SYSTEM
FRESH-AIR DUCT CONSTRUCTION
CHU011313200S02
• Composed of the fresh-air duct, VFAD actuator
(13B-MSP (High Power)), and VFAD valve (13B- FRESH-AIR DUCT
MSP (High Power)).
End Of Sie
01–13
VFAD VALVE VFAD ACTUATOR

CHU0113S004
AIR CLEANER FUNCTION

CHU011313300S01
• A large-size air cleaner has been adopted, reducing air intake noise and intake resistance.
End Of Sie
AIR CLEANER CONSTRUCTION
CHU011313300S02
• Composed of the air cleaner cover, air cleaner
AIR CLEANER COVER
element, air cleaner case, and insulator.
• Non-woven fabric (dry type) has been adopted for
the air cleaner element.
End Of Sie
AIR CLEANER ELEMENT
AIR CLEANER CASE
INSULATOR
CHU0113S005
RESONANCE CHAMBER FUNCTION

CHU011300100S01
Features
• Installed to the air hose to reduce air intake noise.
End Of Sie
RESONANCE CHAMBER
CHU0113S006
01–13–5
INTAKE-AIR SYSTEM
THROTTLE BODY FUNCTION
CHU011313640S01
• An electronic throttle valve has been adopted
which opens and closes the throttle valve with the
ACTUATOR
actuator according to a signal from the PCM. It
enables precise intake air control at all engine THROTTLE BODY
speed ranges.
End Of Sie
THROTTLE VALVE
CHU0113S007
THROTTLE BODY CONSTRUCTION/OPERATION

CHU011313640S02
Construction
• The throttle body construction is as shown in the
ACTUATOR
figure. THROTTLE BODY
ACTUATOR GEAR
THROTTLE
VALVE
MIDDLE GEAR
VALVE GEAR
THROTTLE POSITION
SENSOR SPRING
CHU0113S008
Operation
• The actuator is driven by a duty signal from the PCM. This driving force is transmitted to the actuator gear,
middle gear, and valve gear, and the throttle valve opens.
• Conversely, to close the throttle valve, the actuator is reversed by an opposite signal from the PCM, and the
throttle valve closes.
• The throttle valve opening angle is input to the PCM by the TP sensor.
• The throttle valve body has a control spring. If a malfunction occurs and the actuator cannot be controlled, the
throttle valve is maintained balanced at an opening angle of 5° by the spring. Due to this, the required amount
of air for vehicle operation is ensured.
End Of Sie
INTAKE MANIFOLD FUNCTION
CHU011313100S01
• Integrates the SSV, VDI valve, and APV (13B-MSP (High Power)) which are switched according to the engine
speed and fuel amount required by the engine. Due to this, torque and output in all driving ranges are
improved.
End Of Sie
01–13–6
INTAKE-AIR SYSTEM
INTAKE MANIFOLD CONSTRUCTION
CHU011313100S02
Construction
• Composed of the SSV, VDI valve, APV (13B-MSP (High Power)), APV motor (13B-MSP (High Power)), jet air
fuel mixing nozzles, and body.
(13B-MSP (STANDARD POWER)) (13B-MSP (HIGH POWER))
01–13
VDI VALVE
SSV
APV MOTOR
APV
JET AIR FUEL MIXING NOZZLE

CHU0113S009
End Of Sie
SEQUENTIAL DYNAMIC AIR INTAKE SYSTEM (S-DAIS) OUTLINE
CHU011300113S05
• The S-DAIS increases intake air amount and combustion efficiency by controlling the size of the intake ports
and the air length in the intake pipes according to engine condition. By a combination of the S-DAIS and side
intake and exhaust port configuration, high torque and high output are obtained at a wide range of engine
speeds from low to high.
• For a description of S-DAIS control, refer to S-DAIS control (See 01–40–14 SEQUENTIAL DYNAMIC AIR
INTAKE SYSTEM (S-DAIS) CONTROL OUTLINE.).
End Of Sie
01–13–7
INTAKE-AIR SYSTEM
SEQUENTIAL DYNAMIC AIR INTAKE SYSTEM (S-DAIS) STRUCTURE
CHU011300113S06
• The S-DAIS is composed of the SSV, VDI valve, and VFAD valve (13B-MSP (High Power)) which are opened
and closed by intake manifold vacuum or BARO, and the APV (13B-MSP (High Power)) which is opened and
closed by motor drive.
SSV VDI VALVE

SSV ACTUATOR
APV MOTOR VDI ACTUATOR

(13B-MSP
(HIGH POWER))
INTAKE MANIFOLD
EXTENSION MANIFOLD
APV
CHECK VALVE
VACUUM CHAMBER
SSV SOLENOID VALVE VDI SOLENOID VALVE
VFAD SOLENOID VALVE

CHECK VALVE
VACUUM CHAMBER
VFAD ACTUATOR
VFAD VALVE (13B-MSP (HIGH POWER))
(13B-MSP (HIGH POWER)) (ILLUSTRATION SHOWS 13B-MSP (HIGH POWER))
CHU0113S010
End Of Sie
01–13–8
INTAKE-AIR SYSTEM
SEQUENTIAL DYNAMIC AIR-INTAKE SYSTEM (S-DAIS) OPERATION
CHU011300113S07
Operation Outline
• To increase intake air amount and combustion VFAD VALVE (13B-MSP (HIGH POWER))
efficiency, the S-DAIS controls the size of the
intake ports and the air length in the intake pipes VFAD
by opening or closing the SSV, VDI valve, APV ACTUATOR AIR CLEANER
(13B-MSP (High Power)), and VFAD valve (13B- ELEMENT
MSP (High Power)) according to engine speed 01–13
and load condition. SSV ACTUATOR THROTTLE VALV
VDI VALVE
SSV VDI ACTUATOR
PRIMARY APV MOTOR

PORT (13B-MSP
(HIGH POWER))
SECONDARY
PORT
AUXILIARY PORT APV

(13B-MSP (13B-MSP
(HIGH POWER)) (HIGH POWER))
EXHAUST MANIFOLD
CHU0113S011
Operation
Low-speed range
• At the low-speed range, the secondary and
auxiliary ports close, and a high velocity intake air
amount is fed from only the primary port. Due to
this, better combustion efficiency is obtained by
the improved fuel atomization, producing high
torque output.
PRIMARY PORT
: INTAKE AIR
: EXHAUST AIR
CHU0113S012
01–13–9
INTAKE-AIR SYSTEM
Medium-speed range
• When the engine speed reaches the medium
range, the SSV opens and intake air from the
secondary port begins. Due to this, the intake air
amount increases, improving torque at the engine
medium-speed range.
Medium-to-high-speed range
• When the engine speed reaches the medium-to-
high range, the VFAD and APV open.
• When the VFAD valve (13B-MSP (High Power))
opens, intake air resistance is reduced by the
shortening of air length in the fresh-air duct pipe. SSV
SSV ACTUATOR
: INTAKE AIR
: EXHAUST AIR
CHU0113S013
• When the APV (13B-MSP (High Power)) opens, VFAD VALVE

air from all intake ports is fed, improving torque at (13B-MSP (HIGH POWER))
the medium-to-high-speed range.
VFAD ACTUATOR
(13B-MSP
(HIGH POWER))
AUXILIARY PORT
(13B-MSP
(HIGH POWER))
APV
(13B-MSP
(HIGH POWER)) APV MOTOR
(13B-MSP
(HIGH POWER))
: INTAKE AIR
: EXAUST AIR
CHU0113S014
01–13–10
INTAKE-AIR SYSTEM
High-speed range
• When the engine speed reaches the high range,
the VDI valve opens, and the actual length of the
intake air in the pipe is shortened to efficiently
provide dynamic air charging effect.
01–13
VDI VALVE
VDI ACTUATOR
: INTAKE AIR
: EXHAUST AIR
CHU0113S016
• When the intake ports are shut abruptly, the

intake air does not stop due to the inertia effect HIGH-PRESSURE WAVE VDI VALVE
and it becomes compressed and highly
pressurized. This pressurized air becomes a
reflected high-pressure wave that pressurizes the
intake air in the rotor chambers. This is dynamic
air charging pressurization. The intake air amount
is increased by the dynamic air charging effect,
improving torque at the high-speed range.
End Of Sie
CHU0113S015
SECONDARY SHUTTER VALVE (SSV) SOLENOID VALVE FUNCTION

CHU011318740S01
• Switches pressure (intake manifold vacuum or BARO) applied to the SSV actuator according to a signal from
the PCM.
End Of Sie
SECONDARY SHUTTER VALVE (SSV) SOLENOID VALVE CONSTRUCTION/OPERATION
CHU011318740S02
• Composed of a solenoid coil, spring, plunger, and filter.
Energized
• When the solenoid coil is energized, the plunger is pulled back. Pulling the plunger back opens the
passage between ports A and B. Due to this, intake manifold vacuum is applied to the actuator.
De-energized
• Passage of port A is closed by the reaction force of the spring, and the passage between ports B and C is
opened. Due to this, BARO is applied to the actuator.
End Of Sie
C
B
CHU0113S017
01–13–11
INTAKE-AIR SYSTEM
SECONDARY SHUTTER VALVE (SSV) ACTUATOR FUNCTION
CHU011320130S01
• Opens and closes the SSV.
End Of Sie
SECONDARY SHUTTER VALVE (SSV) ACTUATOR CONSTRUCTION/OPERATION
CHU011320130S02
• A diaphragm design has been adopted.
• Normally, the rod is pushed by the force of the spring, closing the SSV. When intake manifold vacuum is
applied to the diaphragm chamber, the rod is pulled, opening the SSV.
End Of Sie
SSV ACTUATOR
PULL
CLOSE
PUSH
BAROMETRIC SSV VALVE
PRESSURE OPEN
VACUUM
(ILLUSTRATION SHOWS
13B-MSP (HIGH POWER))
CHU0113S018
VARIABLE FRESH AIR DUCT (VFAD) SOLENOID VALVE FUNCTION (13B-MSP (HIGH POWER))
CHU011318740S03
• Switches pressure (intake manifold vacuum or BARO) applied to the VFAD actuator according to a signal from
the PCM.
End Of Sie
VARIABLE FRESH AIR DUCT (VFAD) SOLENOID VALVE CONSTRUCTION/OPERATION (13B-MSP (HIGH
POWER))
CHU011318740S04
Energized
passage between ports A and B. Due to this, BARO is applied to the actuator.
De-energized
opened. Due to this, intake manifold vacuum is applied to the actuator.
End Of Sie
B
A
CHU0113S019
VARIABLE FRESH AIR DUCT (VFAD) ACTUATOR FUNCTION (13B-MSP (HIGH POWER))
CHU011320130S03
• Opens and closes the VFAD valve.
End Of Sie
01–13–12
INTAKE-AIR SYSTEM
VARIABLE FRESH AIR DUCT (VFAD) ACTUATOR CONSTRUCTION/OPERATION (13B-MSP (HIGH POWER))
CHU011320130S04
• Normally, the rod is pushed by the force of the spring, opening the VFAD valve. When intake manifold vacuum
is applied to the diaphragm chamber, the rod is pulled, closing the VFAD valve.
End Of Sie VFAD VALVE
01–13
RETURN PULL
(OPEN) (CLOSE)
VFAD ACTUATOR
CHU0113S020
VARIABLE DYNAMIC EFFECT INTAKE-AIR (VDI) SOLENOID VALVE FUNCTION

CHU011318740S05
• Switches pressure (intake manifold vacuum or BARO) applied to the VDI actuator according to a signal from
the PCM.
End Of Sie
VARIABLE DYNAMIC EFFECT INTAKE-AIR (VDI) SOLENOID VALVE CONSTRUCTION/OPERATION
CHU011318740S06
Energized
passage between ports A and B. Due to this, intake manifold vacuum is applied to the actuator.
De-energized
opened. Due to this, BARO is applied to the actuator.
End Of Sie
C
B
CHU0113S017
VARIABLE DYNAMIC EFFECT INTAKE-AIR (VDI) ACTUATOR FUNCTION

CHU011320130S05
• Opens and closes the VDI valve.
End Of Sie
01–13–13
INTAKE-AIR SYSTEM
VARIABLE DYNAMIC EFFECT INTAKE-AIR (VDI) ACTUATOR CONSTRUCTION/OPERATION
CHU011320130S06
• Normally, the rod is pushed by the force of the
spring, closing the VDI valve. When intake
manifold vacuum is applied to the diaphragm
chamber, the rod is pulled, opening the VDI valve.
End Of Sie OPEN
CLOSE
PUSH
VDI VALVE
PULL
BAROMETRIC
VDI ACTUATOR PRESSURE
VACUUM
CHU0113S021
AUXILIARY PORT VALVE (APV) MOTOR FUNCTION (13B-MSP (HIGH POWER))

CHU011320130S07
• Drives the APV motor to open or close the APV according to a signal from the PCM.
End Of Sie
AUXILIARY PORT VALVE (APV) MOTOR CONSTRUCTION/OPERATION (13B-MSP (HIGH POWER))
CHU011320130S08
• The position sensor is built into the APV motor.
• The motor is driven according to an operation signal from the PCM.
• The motor driving force is transmitted to the drive
gear, counter gear, shaft, and arm, thereby SHAFT
opening or closing the APV. ARM
DRIVE GEAR APV
End Of Sie
OPEN
CLOSE
APV MOTOR
COUNTER GEAR
CHU0113S022
CHECK VALVE FUNCTION

CHU011342910S01
• A one-way check valve has been adopted, allowing intake manifold vacuum to be applied to the vacuum
chamber.
End Of Sie
01–13–14
INTAKE-AIR SYSTEM
CHECK VALVE CONSTRUCTION/OPERATION
CHU011342910S02
• Composed of the main body and valve.
• Air can only flow from the vacuum chamber to the intake manifold.
End Of Sie
VALVE
INTAKE 01–13
VACUUM
MANIFOLD
CHAMBER SIDE
SIDE
AIR FLOW
GREEN DIRECTION WHITE
CHU0113S023
JET AIR FUEL MIXING SYSTEM OUTLINE

CHU011300113S08
• This system flows jet air (high-velocity air) into the primary port.
• Jet air is injected from the nozzle installed to the intake manifold, to blow off fuel adhering to the surface of the
intake port.
• A projection (anti-wet port) is provided on the bottom edge of the intake port. With this projection, air current is
formed so that the air-fuel mixture blown off by jet air flows to the intake port efficiently, and ideal air-fuel
mixture is obtained.
• The air/fuel ratio is lean due to the facilitation of a slow air intake velocity and low load fuel mixture. As a result,
fuel economy is improved.
End Of Sie
JET AIR FUEL MIXING SYSTEM CONSTRUCTION
CHU011300113S09
INTAKE MANIFOLD
NOZZLE
HOSE
AIR HOSE
*: ILLUSTRATION SHOWS 13B-MSP (HIGH POWER)

CHU0113S024
End Of Sie
01–13–15
INTAKE-AIR SYSTEM
JET AIR FUEL MIXING SYSTEM OPERATION
CHU011300113S10
• The nozzle is installed on the primary port outlet of the intake manifold. BARO is fed to the nozzle from
upstream of the throttle valve with the hose.
• Under low load, jet air is injected from the nozzle due to the difference in pressure in the primary port and
nozzle.
• This jet air flows along the surface of the intake port, and blows off fuel adhering to the surface of the intake
port. In order to change the direction of the air-fuel mixture flow upward, a guide (anti-wet port) with a step is
provided on the bottom of the intake port outlet. As a result, atomization is accelerated under low load when air
intake velocity is slow, and air current is formed so that the air-fuel mixture flows to the intake port.
End Of Sie PRIMARY PORT
INTAKE
MANIFOLD
VACUUM JET AIR
BARO
JET AIR FUEL MIXING NOZZLE ANTI-WET PORT

CHU0113S025
01–13–16
FUEL SYSTEM
01–14 FUEL SYSTEM
FUEL SYSTEM OUTLINE . . . . . . . . . . . . 01–14–1 Fuel Pump Unit . . . . . . . . . . . . . . . . . . . 01–14–6
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–14–1 Pressure Regulator . . . . . . . . . . . . . . . . 01–14–6
Specification. . . . . . . . . . . . . . . . . . . . . 01–14–1 QUICK RELEASE CONNECTOR
FUEL SYSTEM STRUCTURAL VIEW . . 01–14–2 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 01–14–6
Engine Room Side . . . . . . . . . . . . . . . . 01–14–2 QUICK RELEASE CONNECTOR
Fuel Tank Side. . . . . . . . . . . . . . . . . . . 01–14–2 CONSTRUCTION/OPERATION . . . . . . . 01–14–6 01–14
FUEL SYSTEM DIAGRAM . . . . . . . . . . . 01–14–3 PULSATION DAMPER FUNCTION . . . . . 01–14–7
FUEL TANK CONSTRUCTION. . . . . . . . 01–14–3 PULSATION DAMPER CONSTRUCTION/
NONRETURN VALVE FUNCTION . . . . . 01–14–3 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–14–7
NONRETURN VALVE CONSTRUCTION/ FUEL INJECTOR FUNCTION . . . . . . . . . 01–14–8
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–14–4 FUEL INJECTOR
RETURNLESS FUEL SYSTEM CONSTRUCTION/OPERATION . . . . . . . 01–14–8
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–14–4 FUEL PUMP RELAY FUNCTION. . . . . . . 01–14–8
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–14–4 FUEL PUMP SPEED CONTROL RELAY
RETURNLESS FUEL SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 01–14–9
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–14–4 FUEL PUMP SPEED CONTROL RELAY
FUEL PUMP UNIT FUNCTION . . . . . . . . 01–14–5 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–14–9
FUEL PUMP UNIT FUEL PUMP RESISTOR FUNCTION. . . . 01–14–9
CONSTRUCTION/OPERATION . . . . . . 01–14–6
End of Toc
FUEL SYSTEM OUTLINE
CHU011401006S01
Features
Improved serviceability • Nylon tubes adopted for fuel hoses in the engine compartment and around the fuel
tank, and quick release connectors adopted for joints
Reduction of evaporative gas • Returnless fuel system adopted
Specification
Item Specification
Type Multiple hole design
Injector Type of fuel delivery Top-feed
Type of drive Electronic
Pressure regulator control pressure (kPa {kgf/cm2, psi}) Approx. 390 {3.98, 56.6}
Fuel pump type Electric
Fuel tank capacity (L {US gal, lmp gal}) 60 {15.9, 13.2}
Fuel type Unleaded premium (unleaded high-octane) gasoline
End Of Sie
01–14–1
FUEL SYSTEM
FUEL SYSTEM STRUCTURAL VIEW
CHU011401006S02
Engine Room Side
QUICK RELEASE CONNECTOR
FUEL INJECTOR
(RS)
FUEL PUMP RESISTOR
FUEL INJECTOR
(FS)
MAIN FUSE BLOCK
FUEL PUMP SPEED CHECK

CONTROL RELAY CONNECTOR
FUEL INJECTOR (FP2, RP2)
FUEL PUMP
FUEL INJECTOR RELAY
(FP1, RP1)
CHU0114S001
Fuel Tank Side
FUEL TANK
NON RETURN VALVE
FUEL PUMP
UNIT
CHU0114S002
End Of Sie
01–14–2
FUEL SYSTEM
FUEL SYSTEM DIAGRAM
CHU011401006S03

AIR FILTER
QUICK
RELEASE
CONNECTOR
01–14
EVAP SYSTEM LEAK
QUICK RELEASE
DETECTION PUMP
CONNECTOR
QUICK RELEASE
CONNECTOR
FUEL PUMP
RELAY
FUEL PUMP
RESISTOR
FUEL PUMP FUEL PUMP FUEL TANK

SPEED CONTROL UNIT
RELAY
FUEL INJECTOR (FP2, RP2)
PULSATION
DAMPER
FUEL INJECTOR
QUICK (FS, RS)
RELEASE
CONNECTOR
FUEL INJECTOR
(FP1, RP1)
(ILLUSTRATION SHOWS
13B-MPS (HIGH POWER))
CHU0114S003
End Of Sie
FUEL TANK CONSTRUCTION
CHU011442110S01
• Fuel tank capacity is 60 L {15.9 US gal, 13.2 lmp gal}.
• Includes two rollover valves, and the fuel shut-off valve that is press-fitted in the evaporative hose above the
fuel tank. For the fuel shut-off valve and the rollover valves, refer to EMISSION SYSTEM. (See 01–16–10 FUEL
SHUT-OFF VALVE FUNCTION, 01–16–11 FUEL SHUT-OFF VALVE CONSTRUCTION/OPERATION, 01–16–
11 ROLLOVER VALVE FUNCTION, 01–16–12 ROLLOVER VALVE CONSTRUCTION/OPERATION.)
• Made of hard plastic for weight reduction.
End Of Sie
NONRETURN VALVE FUNCTION
CHU011442270S01
• Prevents fuel from spouting out due to evaporative gas pressure in the fuel tank when removing the fuel-filler
cap.
End Of Sie
01–14–3
FUEL SYSTEM
NONRETURN VALVE CONSTRUCTION/OPERATION
CHU011442270S02
• A single valve type has been adopted.
NONRETURN VALVE
VALVE POSITION DURING FUEL TANK
REFUELING
FUEL TANK SIDE FUEL
NORMAL VALVE POSITION FUEL-FILLER PIPE
CHU0114S014
• The nonreturn valve cannot be removed because it is fixed to the fuel-filler pipe in the fuel tank.
• Under normal conditions, this valve is closed as shown by the dotted line. When refueling, it opens to the
position shown by the solid line due to the flow of fuel. When refueling is finished, the valve returns to the
normal valve position due to spring force.
End Of Sie
RETURNLESS FUEL SYSTEM OUTLINE
CHU011413350S01
Features
• The returnless fuel system reduces fuel evaporation in the fuel tank.
• The pressure regulator located in the fuel tank prevents fuel return from the engine compartment side, thereby
maintaining a low fuel tank temperature. Due to this, formation of evaporative gas produced by a rise in fuel
temperature is suppressed.
• The pressure regulator is built into the fuel pump unit in the fuel tank.
End Of Sie
RETURNLESS FUEL SYSTEM OPERATION
CHU011413350S02
• Fuel in the fuel tank is pumped out through the fuel filter (low-pressure side) by the fuel pump, filtered by the
fuel filter (high-pressure side), and then compressed to a specified pressure by the pressure regulator. The
pressurized fuel passes through the pulsation damper and is sent to the fuel injector.
• The pressure regulator pressurizes fuel to approx. 390 kPa {3.98 kgf/cm2, 56.6 psi}. If the pressure exceeds
the approx. 390 kPa {3.98 kgf/cm2, 56.6 psi}, the pressure regulator valve in the fuel pump unit opens to
allow fuel to flow to the fuel tank.
End Of Sie
01–14–4
FUEL SYSTEM
FUEL PUMP UNIT FUNCTION
CHU011413350S03
• The fuel pump suctions fuel from the fuel tank and pumps it to the fuel distributor.
01–14
FUEL SUCTION PIPE BRACKET
FUEL PUMP UNIT
RELIEF VALVE
FROM SUB-TANK
DISCHARGE
OUTLET
A PRESSURE
A REGULATOR
JET PUMP
TO INSIDE
JET PUMP OF FUEL
RESERVE CUP
FROM FUEL TANK TO

: FUEL FLOW FUEL RESERVE CUP
: FLOW OF FUEL PUMP (TRANSFER)
TRANSFERRED FUEL
PRESSURE FUEL FILTER

REGULATOR (HIGH PRESSURE) TO FUEL DISTRIBUTOR
JET PUMP
FUEL PUMP
JET PUMP FUEL FILTER

(LOW PRESSURE) FUEL PUMP UNIT
SUB-TANK MAIN TANK

CHU0114S012
End Of Sie
01–14–5
FUEL SYSTEM
FUEL PUMP UNIT CONSTRUCTION/OPERATION
CHU011413350S04
Fuel Pump Unit
• Mainly consists of a fuel filter (high-pressure), pressure regulator, fuel pump, fuel reserve cup, fuel filter (low-
pressure), and fuel pump (transfer).
• A pressure regulator is built-in due to the adoption of a returnless fuel system.
• A hard-plastic fuel pump unit, with an integrated fuel filter (high-pressure) and fuel pump, has been adopted to
simplify the fuel line.
• The fuel pump unit, located on top of the fuel tank, can be removed and installed through the service hole in the
bottom of the rear seat.
• The fuel pump unit cannot be disassembled.
• Fuel in the fuel reserve cup is suctioned out through the fuel filter (low-pressure) by the fuel pump, and pumped
to the fuel filter (high-pressure). Return fuel is sent back to the fuel reserve cup or the fuel tank through the jet
pump.
• A venturi, located in the path of fuel returning from the pressure regulator, creates negative pressure that is
used to transfer fuel from the reserve to the main tank.
• If return fuel pressure exceeds the specified value, the relief valve discharges return fuel into the fuel pump unit
without passing it through the venturi. Due to this, return fuel pressure is maintained below the specified value.
Pressure Regulator
• Built into the fuel pump unit due to adoption of a returnless fuel system.
• Cannot be removed because it is integrated with the fuel pump unit.
• Mainly consists of a spring, release valve and diaphragm.
• Pressurizes fuel discharged by the fuel pump to approx. 390 kPa {3.98 kgf/cm2, 56.6 psi} with the spring,
diaphragm and release valve, and then pumps it to the fuel distributor.
• If fuel pressure exceeds approx. 390 kPa {3.98 kgf/cm2, 56.6 psi}, the release valve opens to discharge
unnecessary fuel pressure.
End Of Sie
QUICK RELEASE CONNECTOR FUNCTION
CHU011442692S01
• Quick release connectors that can be connected/disconnected without an SST have been adopted to improve
serviceability.
End Of Sie
QUICK RELEASE CONNECTOR CONSTRUCTION/OPERATION
CHU011442692S02
• Mainly consists of a retainer and O-ring. The quick release connector is integrated with the fuel hose and
therefore cannot be disassembled.
• When the quick release connector is connected, the fuel pipe projection is locked at the clamp lock point. If the
clamp release tab is pushed to expand the clamp, the lock point is released allowing the fuel pipe to be
disconnected.
TAB
LOCK POINT
QUICK RELEASE
CONNECTOR
CHU0114S008
• To connect the quick release connector properly, push it into the fuel pipe until a locking click sound is heard.
01–14–6
FUEL SYSTEM
• New quick release connectors excluding those for the fuel suction pipe, fuel shut-off valve and rollover valve
are fitted with a checker tab that prevents improper fit. This checker tab cannot be removed under normal
conditions. When the quick release connector is properly connected to the fuel pipe, the lock is released and
the checker tab comes off. Due to this, it can be verified that the quick release connector is completely
connected.
CHECKER TAB 01–14
FUEL PIPE
RETAINER
CHU0114S009
CHECKER TAB
CHECKER TAB
FUEL PIPE
CHU0114S010
End Of Sie
PULSATION DAMPER FUNCTION
CHU011420180S01
• Reduces pulsation of pressurized fuel between the fuel filter (high-pressure) and the fuel injector.
End Of Sie
PULSATION DAMPER CONSTRUCTION/OPERATION
CHU011420180S02
• Installed to the fuel distributor.
• Mainly consists of a diaphragm and spring.
• Uses spring force in the diaphragm chamber to reduce fuel pressure pulsation produced just after fuel injection
by the fuel injector.
PULSATION DAMPER
DIAPHRAGM
SPRING CHAMBER
DIAPHRAGM
FUEL DISTRIBUTOR
CHU0114S011
End Of Sie
01–14–7
FUEL SYSTEM
FUEL INJECTOR FUNCTION
CHU011413250S01
• Injects fuel according to fuel injector control signals from the PCM.
End Of Sie
FUEL INJECTOR CONSTRUCTION/OPERATION
CHU011413250S02
COIL
SPRING
NEEDLE VALVE
CHU0114S004
Fuel Injector (FP1, RP1)

• Installed on the intermediate housing at an angle of approx. 45°° , and injects fuel near the intake port opening.
• Mainly consists of a coil, spring and needle valve.
• Fuel injector with 12 injection holes and injection angle of approx. 30°° adopted to enhance fuel injection
vaporization.
• When a PCM signal is sent, exciting current passes through the coil, pulling in the needle valve and injecting
fuel.
• The amount of injection is determined by the open time of the needle valve, i.e. the energization time of the coil.
Fuel Injector (FP2, RP2, FS, RS)
• Installed on the intake manifold.
• Mainly consists of a coil, spring, and needle valve.
• Injects fuel into the intake manifold at an angle of approx. 19°°, so that the fuel is drawn into the housing
together with intake air.
• When a PCM signal is sent, exciting current passes through the coil, pulling in the needle valve and injecting
fuel.
• The amount of injection is determined by the open time of the needle valve, i.e. the energization time of the coil.
End Of Sie
FUEL PUMP RELAY FUNCTION
CHU011413350S05
• Controls the fuel pump on/off according to control signals from the PCM.
• For fuel pump relay control, refer to CONTROL SYSTEM, FUEL PUMP CONTROL. (See 01–40–23 FUEL
PUMP CONTROL OUTLINE, 01–40–24 FUEL PUMP CONTROL BLOCK DIAGRAM, 01–40–24 FUEL PUMP
CONTROL OPERATION.)
• Supplies voltage to the fuel pump via the fuel pump resistor when the fuel pump speed control relay is off.
MAIN FUSE BLOCK
FUEL PUMP RELAY
CHU0114W001
End Of Sie
01–14–8
FUEL SYSTEM
FUEL PUMP SPEED CONTROL RELAY FUNCTION
CHU011413350S06
• Supplies power to the fuel pump according to control signals from the PCM.
• For fuel pump speed control, refer to CONTROL SYSTEM, FUEL PUMP SPEED CONTROL. (See 01–40–23
FUEL PUMP CONTROL OUTLINE, 01–40–24 FUEL PUMP CONTROL BLOCK DIAGRAM, 01–40–24 FUEL
PUMP CONTROL OPERATION.)
MAIN FUSE BLOCK

01–14
FUEL PUMP SPEED

CONTROL RELAY
CHU0114W012
End Of Sie
FUEL PUMP SPEED CONTROL RELAY OPERATION
CHU011413350S07
• Reduces voltage by routing it through the fuel pump resistor to protect the fuel pump when required fuel
amount is low due to low engine speed.
FUEL PUMP SPEED CONTROL RELAY OFF FUEL PUMP SPEED CONTROL RELAY ON
FUEL PUMP RELAY PCM FUEL PUMP RELAY PCM
5P 5P
FUEL PUMP SPEED FUEL PUMP SPEED

CONTROL RELAY CONTROL RELAY
4M 4M
FUEL PUMP FUEL PUMP

RESISTOR FUEL PUMP RESISTOR FUEL PUMP
B B
: CURRENT FLOW
CHU0114S013
End Of Sie
FUEL PUMP RESISTOR FUNCTION
CHU011413350S08
• Supplies voltage to the fuel pump via the fuel pump resistor to protect the fuel pump when the injection amount
is low (when engine speed is low).
• A fuel pump resistor with a resistance of 0.304—0.336 ohms has been adopted.
FUEL PUMP RESISTER
CHU0114S007
End Of Sie
01–14–9
EXHAUST SYSTEM
01–15 EXHAUST SYSTEM
EXHAUST SYSTEM OUTLINE . . . . . . . . 01–15–1 EXHAUST SYSTEM STRUCTURAL
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–15–1 VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–15–1
End of Toc
EXHAUST SYSTEM OUTLINE 01–15
CHU011540000S01
Features
• The exhaust system (including the exhaust manifold) has been laid out as straight as possible in order to
achieve smooth flow of exhaust gas and maintain high power output. Additionally, a large-bore exhaust pipe
and a high-capacity main silencer with an inlet pipe that passes through the center of the main silencer body
have been adopted to reduce exhaust resistance.
• Double wall piping has been adopted for the exhaust manifold to prevent lowering of exhaust gas temperature
and facilitates rapid catalyzer activation after cold engine starting for improved exhaust purification.
End Of Sie
EXHAUST SYSTEM STRUCTURAL VIEW
CHU011540000S02
MAIN SILENCER
INLET PIPE
PRESILENCER
TWC
MIDDLE PIPE
EXHAUST MANIFOLD
CHU0115S001
End Of Sie
01–15–1
EMISSION SYSTEM
01–16 EMISSION SYSTEM
EMISSION SYSTEM OUTLINE . . . . . . . . 01–16–1 EVAPORATIVE EMISSIONS (EVAP)
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–16–1 CONTROL SYSTEM OUTLINE . . . . . . . 01–16–7
Specification. . . . . . . . . . . . . . . . . . . . . 01–16–1 Features . . . . . . . . . . . . . . . . . . . . . . . . 01–16–7
EMISSION SYSTEM STRUCTURAL EVAPORATIVE EMISSIONS (EVAP)
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–16–2 CONTROL SYSTEM STRUCTURE . . . . 01–16–8
CATALYTIC CONVERTER SYSTEM EVAPORATIVE EMISSIONS (EVAP) 01–16
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–16–2 CONTROL SYSTEM OPERATION . . . . 01–16–8
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–16–2 PURGE SOLENOID VALVE
CATALYTIC CONVERTER SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 01–16–8
STRUCTURE . . . . . . . . . . . . . . . . . . . . . 01–16–3 PURGE SOLENOID VALVE
CATALYTIC CONVERTER SYSTEM CONSTRUCTION/OPERATION . . . . . . . 01–16–9
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–16–3 CATCH TANK FUNCTION . . . . . . . . . . . . 01–16–9
SECONDARY AIR INJECTION (AIR) CATCH TANK CONSTRUCTION/
SYSTEM OUTLINE . . . . . . . . . . . . . . . . 01–16–3 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–16–10
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–16–3 CHARCOAL CANISTER FUNCTION. . . . 01–16–10
SECONDARY AIR INJECTION (AIR) CHARCOAL CANISTER
SYSTEM CONSTRUCTION/ CONSTRUCTION/OPERATION . . . . . . . 01–16–10
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–16–3 EVAPORATIVE CHAMBER
SECONDARY AIR INJECTION (AIR) FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 01–16–10
CONTROL VALVE FUNCTION. . . . . . . 01–16–4 EVAPORATIVE CHAMBER
SECONDARY AIR INJECTION (AIR) CONSTRUCTION/OPERATION . . . . . . . 01–16–10
CONTROL VALVE CONSTRUCTION/ FUEL SHUT-OFF VALVE FUNCTION . . . 01–16–10
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–16–4 FUEL SHUT-OFF VALVE
SECONDARY AIR INJECTION (AIR) CONSTRUCTION/OPERATION . . . . . . . 01–16–11
SOLENOID VALVE FUNCTION . . . . . . 01–16–5 Construction . . . . . . . . . . . . . . . . . . . . . 01–16–11
SECONDARY AIR INJECTION (AIR) Operation . . . . . . . . . . . . . . . . . . . . . . . 01–16–11
SOLENOID VALVE CONSTRUCTION/ ROLLOVER VALVE FUNCTION . . . . . . . 01–16–11
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–16–5 Function . . . . . . . . . . . . . . . . . . . . . . . . 01–16–11
SECONDARY AIR INJECTION (AIR) PUMP ROLLOVER VALVE CONSTRUCTION/
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 01–16–5 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–16–12
SECONDARY AIR INJECTION (AIR) PUMP EVAP SYSTEM LEAK DETECTION PUMP
CONSTRUCTION/OPERATION . . . . . . 01–16–6 DESCRIPTION . . . . . . . . . . . . . . . . . . . . 01–16–13
POSITIVE CRANKCASE VENTILATION Function . . . . . . . . . . . . . . . . . . . . . . . . 01–16–13
(PCV) SYSTEM OUTLINE. . . . . . . . . . . 01–16–6 Structure . . . . . . . . . . . . . . . . . . . . . . . . 01–16–13
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–16–6 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–16–13
POSITIVE CRANKCASE VENTILATION AIR FILTER DESCRIPTION . . . . . . . . . . . 01–16–14
(PCV) SYSTEM STRUCTURE . . . . . . . 01–16–7 Function . . . . . . . . . . . . . . . . . . . . . . . . 01–16–14
POSITIVE CRANKCASE VENTILATION Structure . . . . . . . . . . . . . . . . . . . . . . . . 01–16–14
(PCV) VALVE OPERATION . . . . . . . . . 01–16–7
End of Toc
EMISSION SYSTEM OUTLINE
CHU011601007S01
Features
Improved exhaust purification • Secondary air injection (AIR) system with electric Secondary air injection (AIR)
pump adopted
• Catalytic converter system adopted
Specification
Item Specification
Secondary air injection (AIR) system Air pump, air control valve
Catalyst type Three-way catalyst (monolithic)
Evaporative emission (EVAP) control system Canister design
Positive crankcase ventilation (PCV) system Closed design
End Of Sie
01–16–1
EMISSION SYSTEM
EMISSION SYSTEM STRUCTURAL VIEW
CHU011601007S02
CATCH TANK VACUUM CHAMBER

AIR CONTROL VALVE
PURGE
SOLENOID VALVE
AIR PUMP
AIR SOLENOID VALVE
VENTILATION
HOSE
TWC

CHU0116S001
CHARCOAL CANISTER
FUEL SHUT-OFF VALVE
ROLLOVER VALVE EVAP SYSTEM

LEAK DETECTION PUMP
EVAPORATIVE CHAMBER
AIR FILTER
CHU0116S002
End Of Sie
CATALYTIC CONVERTER SYSTEM OUTLINE
CHU011620500S01
Features
• Purifies toxic substances in exhaust gas by utilizing the chemical reaction process of the three-way catalyst.
End Of Sie
01–16–2
EMISSION SYSTEM
CATALYTIC CONVERTER SYSTEM STRUCTURE
CHU011620500S02
• The catalytic converter consists of a three-way catalyst and insulator.
• A 3.01 L {3.18 US qt, 2.65 lmp qt} capacity catalytic converter with a three-way platinum-palladium-rhodium
based catalyst has been adopted.
System Diagram
TWC PRESILENCER
01–16
EXHAUST MANIFOLD
CHU0116S003
End Of Sie
CATALYTIC CONVERTER SYSTEM OPERATION
CHU011620500S03
• Toxic substances (HC, CO, NOX) in exhaust gas are purified by oxidization and reduction while passing
through the catalytic converter.
— Oxidation
• Combines toxic HC and CO with oxygen to produce non-toxic carbon dioxide and water.
O2 + HC + CO → CO2 + H2O
— Reduction
• Converts toxic NOX (nitrogen oxides) into non-toxic nitrogen and oxygen. Part of the oxygen produced
in this process is used for oxidation.
NOX → N2 + O2
End Of Sie
SECONDARY AIR INJECTION (AIR) SYSTEM OUTLINE
CHU011600116S01
Features
• Supplies secondary air discharged by the AIR pump to the exhaust ports.
• Rapid activation of the catalytic converter system is achieved by sending secondary air to the exhaust ports
and causing it to react with unburnt gas to raise exhaust gas temperature.
End Of Sie
SECONDARY AIR INJECTION (AIR) SYSTEM CONSTRUCTION/OPERATION
CHU011600116S02
• The AIR system is controlled by the PCM.
• If the engine is started when the conditions for actuating the AIR system are satisfied, the AIR pump operates,
pumping air to the AIR control valve. At this point, the PCM turns on the AIR solenoid valve, causing negative
pressure in the vacuum chamber to open the AIR control valve. Due to this, the air pumped by the AIR pump is
passed through the secondary air ports and introduced into the exhaust ports in the side housing as secondary
air. The secondary air reacts with unburnt gas discharged from the rotor housing thereby raising exhaust gas
temperature and enhancing catalyst activation. When the AIR pump stops, the AIR solenoid valve turns off,
closing the AIR control valve and preventing the reverse flow of exhaust gas from the exhaust ports to the AIR
pump.
• The AIR pump only operates for a short period after a cold start. (Except extreme cold engine starts)
01–16–3
EMISSION SYSTEM
System Diagram
AIR SOLENOID VALVE
VACUUM
CHAMBER
AIR PORT AIR PORT
EXHAUST
PORT
EXHAUST A
PORT
TWC
AIR CONTROL VALVE AIR PUMP
CHU0116S004
End Of Sie
SECONDARY AIR INJECTION (AIR) CONTROL VALVE FUNCTION
CHU011613990S01
• Opens/closes the path of air sent from the AIR pump to the exhaust ports.
End Of Sie
SECONDARY AIR INJECTION (AIR) CONTROL VALVE CONSTRUCTION/OPERATION
CHU011613990S02
ACTUATOR SPRING
DIAPHRAGM
VALVE
FROM SECONDARY
AIR INJECTION
PUMP REED VALVE
: SECONDARY AIR FLOW
TO EXHAUST PORT
CHU0116S005
• Mainly consists of an actuator and reed valve.

• When the AIR solenoid valve is turned on, negative pressure is applied to the actuator diaphragm, opening the
inner valve and sending the air from the AIR pump to the exhaust ports.
01–16–4
EMISSION SYSTEM
• When the AIR solenoid valve is turned off, atmospheric air forms in the actuator and the valve is closed by
spring force, thereby blocking the path.
• The reed valve provided in the AIR control valve prevents reverse flow of exhaust gas and protects the AIR
pump.
End Of Sie
SECONDARY AIR INJECTION (AIR) SOLENOID VALVE FUNCTION
CHU011618740S01
• Switches the path of intake manifold negative pressure between the vacuum chamber and the AIR control
valve. 01–16
End Of Sie
SECONDARY AIR INJECTION (AIR) SOLENOID VALVE CONSTRUCTION/OPERATION
CHU011618740S02
• Mainly consists of a coil, spring, plunger, and filter.
When Energized
• The solenoid coil becomes an electromagnet and pulls in the plunger. This opens an airflow path between
ports A and B, applying intake manifold negative pressure to the actuator of the AIR control valve.
When Not Energized
• The path of intake manifold negative pressure is closed, and the path between B and C is opened, causing
the actuator of the AIR control valve to be open to the atmosphere.
: Airflow
Condition Vacuum chamber (A) Actuator (B) Atmosphere (C)
When energized
When not energized
WHEN ENERIZED WHEN NOT ENERGIZED

B B
COIL COIL
A C A C
SPRING
PLUNGER
PLUNGER
: FLOW OF INTAKE MANIFOLD NEGATIVE PRESSURE
CHU0116S009
PCM
AIR SOLENOID
VALVE
1O
CHU0116S010
End Of Sie
SECONDARY AIR INJECTION (AIR) PUMP FUNCTION
CHU011613811S01
• Pressurizes outside air and discharges secondary air.
• Secondary air from the AIR pump is pumped to the exhaust ports through the AIR control valve.
End Of Sie
01–16–5
EMISSION SYSTEM
SECONDARY AIR INJECTION (AIR) PUMP CONSTRUCTION/OPERATION
CHU011613811S02
MOTOR
FROM ATMOSPHERE
TO AIR CONTROL VALVE

: SECONDARY AIR FLOW
CHU0116S007
• Mainly consists of a DC motor and fan.

• When the AIR pump relay is turned on due to a PCM signal, the motor drives the pump fan to discharge
secondary air.
AIR PUMP RELAY PCM
4O
AIR PUMP
CHU0116S018
GASKET (AT) GASKET (MT)
CHU0116S022
End Of Sie
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM OUTLINE
CHU011613890S01
Features
• A closed system has been adopted.
End Of Sie
01–16–6
EMISSION SYSTEM
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM STRUCTURE
CHU011613890S02
• A ventilation hose to the oil filler pipe is provided to send blowby gas to the extension manifold (upper). The gas
is then introduced into the intake port together with intake air and recombusted.
System Diagram
VENTILATION
HOSE 01–16
OIL FILLER CAP
OIL FILLER PIPE
CHU0116S008
End Of Sie
POSITIVE CRANKCASE VENTILATION (PCV) VALVE OPERATION
CHU011613890S03
• Forces blowby gas (unburnt gas) that contains CO, HC, and other noxious gas from the rotor housing into the
intake-air system for combustion in the combustion chamber in order to prevent discharge of blowby gas into
the atmosphere.
End Of Sie
EVAPORATIVE EMISSIONS (EVAP) CONTROL SYSTEM OUTLINE
CHU011601074S01
Features
• A canister design has been adopted to prevent discharge of evaporative gas into the atmosphere.
• A duty solenoid (purge solenoid valve) has been adopted to provide optimum control according to engine
conditions.
• For evaporative purge control, refer to ENGINE CONTROL SYSTEM, EVAPORATIVE PURGE CONTROL.
(See 01–40–30 EVAPORATIVE PURGE CONTROL OUTLINE, 01–40–30 EVAPORATIVE PURGE CONTROL
BLOCK DIAGRAM, 01–40–31 EVAPORATIVE PURGE CONTROL OPERATION.)
End Of Sie
01–16–7
EMISSION SYSTEM
EVAPORATIVE EMISSIONS (EVAP) CONTROL SYSTEM STRUCTURE
CHU011601074S02
• Consists of a purge solenoid valve, charcoal canister, catch tank, evaporative chamber, rollover valves, fuel
shut-off valve, EVAP system leak detection pump, air filter, and fuel-filler cap.
CHARCOAL CANISTER
AIR FILTER
FUEL SHUT-OFF VALVE
EVAP SYSTEM LEAK

ROLLOVER VALVE
DETECTION PUMP
EVAPORATIVE
CHAMBER
CATCH TANK
FUEL FILLER CAP
PURGE SOLENOID VALVE
CHU0116S011
End Of Sie
EVAPORATIVE EMISSIONS (EVAP) CONTROL SYSTEM OPERATION
CHU011601074S03
• When the engine is stopped, evaporative gas in the fuel tank flows from the fuel tank as pressure rises, and is
absorbed by the charcoal canister. Additionally, liquefied evaporative gas is stored in the catch tank.
• When the engine is running, evaporative gas absorbed by the charcoal canister together with air drawn from
the atmospheric air port in the charcoal canister passes through the purge solenoid valve and is then inducted
into the engine in an amount appropriate to engine condition.
• If negative pressure in the fuel tank rises, air is drawn from the charcoal canister atmospheric air port via the
rollover valves. If the atmospheric air port in the charcoal canister becomes clogged, this malfunction causes
negative pressure in the fuel tank to rise, applying a load to the fuel tank, and the negative pressure valve in the
fuel-filler cap opens to draw air into the fuel tank.
End Of Sie
PURGE SOLENOID VALVE FUNCTION
CHU011618740S03
• Adjusts the amount of evaporative gas drawn into the intake-air system.
End Of Sie
01–16–8
EMISSION SYSTEM
PURGE SOLENOID VALVE CONSTRUCTION/OPERATION
CHU011618740S04
• Installed to the catch tank integrated with the extension manifold (upper).
FROM CHARCOAL TO EXTENSION
CANISTER MANIFOLD (UPPER)
SOLENOID
COIL 01–16
SPRING PLUNGER
: FLOW OF EVAPORATIVE GAS

CHU0116S012
• Mainly consists of a solenoid coil, spring, and a plunger.

• Opens and closes the solenoid valve path according to purge solenoid valve control signals (duty signals) from
the PCM in order to adjust the amount of evaporative gas sent to the extension manifold (upper) in accordance
with engine conditions.
• When the PCM signal is given to the solenoid coil, it energizes and becomes an electromagnet, pulling in the
plunger. This opens a path between ports, and evaporative gas is drawn into the intake-air system by intake
manifold negative pressure.
PCM
2P
DUTY SIGNAL
CHU0116S013
End Of Sie
CATCH TANK FUNCTION
CHU011613978S01
• The catch tank stores liquefied evaporative gas in order to prevent an overly rich air-fuel ratio caused by the
introduction of this gas in the intake-air system.
End Of Sie
01–16–9
EMISSION SYSTEM
CATCH TANK CONSTRUCTION/OPERATION
CHU011613978S02
• Integrated with the extension manifold (upper) and cannot be disassembled.
EXTENSION MANIFOLD (UPPER)
CATCH TANK
PURGE SOLENOID
VALVE SIDE
CHARCOAL CANISTER SIDE
CHU0116S014
• Evaporative gas between the purge solenoid valve and the charcoal canister is liquefied while being
transferred to the extension manifold (upper) due to a decrease in temperature and other factors. The catch
tank holds such liquefied evaporative gas (gasoline).
• Liquefied evaporative gas is held in the catch tank and not supplied to the extension manifold (upper). This
prevents an overly rich air-fuel ratio.
End Of Sie
CHARCOAL CANISTER FUNCTION
CHU011613970S01
• A canister filled with activated charcoal that absorbs evaporative gas temporarily.
End Of Sie
CHARCOAL CANISTER CONSTRUCTION/OPERATION
CHU011613970S02
• A charcoal canister contains activated carbon.
End Of Sie
EVAPORATIVE CHAMBER FUNCTION
CHU011613988S01
• Prevents flooding of the charcoal canister hose that opens to the atmosphere.
End Of Sie
EVAPORATIVE CHAMBER CONSTRUCTION/OPERATION
CHU011613988S02
• Installed into the rear crossmember.
TO CHARCOAL CANISTER
EVAPORATIVE
ROOM CHAMBER
PARTITION AIRFLOW HOLE
CHU0116S016
• A small section with partitions is located in the evaporative chamber. These partitions protect the charcoal
canister by preventing flooding as atmospheric air enters from the airflow holes.
End Of Sie
FUEL SHUT-OFF VALVE FUNCTION
CHU011642990S01
• The fuel shut-off valve prevents fuel from flowing to the charcoal canister during tight turns or vehicle rollover.
• The fuel shut-off valve releases evaporative gas to the charcoal canister.
• During refueling, it is possible that, due to the built-up pressure caused by evaporative emissions in the fuel
tank, the fuel could overflow. The shut-off valve closes to prevent such a fuel overflow.
End Of Sie
01–16–10
EMISSION SYSTEM
FUEL SHUT-OFF VALVE CONSTRUCTION/OPERATION
CHU011642990S02
Construction
• Since the shut-off valve is press-fit to the top of the fuel tank, it cannot be disassembled.
• The shut-off valve mainly consists of a valve, float, spring, and by-pass valve.
Operation
• During refueling or due to fuel sloshing, the float is flooded with fuel and the floating force causes the valve to
close. Also, during vehicle rollover, the valve closes due to balance between the float gravity and spring 01–16
pressure.
• The float rises during refueling, locks after refueling is completed, and returns to the original position by its own
weight when the fuel level decreases. Due to this, the evaporative emissions in the fuel tank can be released
through the charcoal canister.
OPEN SHUT OFF
TO CHARCOAL TO CHARCOAL
CANISTER CANISTER
VALVE
FLOAT
SPRING
:EVAPORATIVE GAS FLOW

CHU0116S020
End Of Sie
ROLLOVER VALVE FUNCTION
CHU011642720S01
Function
• The rollover valve prevents fuel from flowing to the charcoal canister during tight turns, vehicle rollover or when
the fuel tank is full.
End Of Sie
01–16–11
EMISSION SYSTEM
ROLLOVER VALVE CONSTRUCTION/OPERATION
CHU011642720S02
• The rollover valves are welded in two locations in the evaporative gas path on the top of the fuel tank and
cannot be removed/installed.
OPEN CLOSE
VALVE
FLOAT FUEL
LEVEL
SPRING
:EVAPORATIVE GAS FLOW

CHU0116S021
• The rollover valve mainly consists of a float and spring.

• When the float is saturated with fuel, the float (valve) closes to shut the sealing surface of the path due to the
weight of the float, spring force, and flotation relationship.
End Of Sie
01–16–12
EMISSION SYSTEM
EVAP SYSTEM LEAK DETECTION PUMP DESCRIPTION
CHU011618743S01
Function
• The internal pump pressurizes the emission system by pumping air to check clogging and leakage in the
emission system.
Structure
• Orifice
— Has a 0.5 mm {0.02 in} hole 01–16
• Pump
— Force-feeds air to the orifice and the EVAP lines
• Heater
— Removes moisture inside the pump
• Change over valve
— Operated by a solenoid valve to switch air passages
B6U0116S028
Operation
Evaporative system monitor is not operated
• The passage between the canister and the air
filter is connected. SOLENOID IS OFF AND PUMP IS NOT OPERATED
DURING PURGE SYSTEM OPERATION
TO CHARCOAL
CANISTER
CHANGE OVER VALVE
(CLOSED)
FROM AIR
FILTER
EVAP SYSTEM LEAK

DETECTION PUMP
: AIR FLOW
B6U0116S017
01–16–13
EMISSION SYSTEM
Evaporative system monitor is operated
When obtaining the reference current value
• Air is sent from the pump to the orifice.
Small leak and very small leak determination
SOLENOID IS OFF AND PUMP IS OPERATED
CHANGE OVER VALVE
(CLOSED)
ORIFICE
EVAP SYSTEM LEAK

DETECTION PUMP : AIR FLOW
B6U0116S018
• Air taken from the air filter is sent to the charcoal

canister via the pump.
End Of Sie
B6U0116S029
AIR FILTER DESCRIPTION

CHU011613988S03
Function
• The air filter filters the dust from the air drawn to the charcoal canister.
Structure
• The air filter is located in the EVAP system leak detection pump on the atmosphere side.
End Of Sie
01–16–14
CHARGING SYSTEM
01–17 CHARGING SYSTEM
CHARGING SYSTEM OUTLINE . . . . . . . 01–17–1 BATTERY CONSTRUCTION . . . . . . . . . . 01–17–2
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–17–1 GENERATOR CONSTRUCTION . . . . . . . 01–17–2
CHARGING SYSTEM
STRUCTURAL VIEW . . . . . . . . . . . . . . 01–17–1
End of Toc 01–17

CHARGING SYSTEM OUTLINE
CHU011701008S01
Features
Improved reliability • A battery duct adopted
Miniaturization • A regulatorless generator with built-in power transistor adopted
End Of Sie
CHARGING SYSTEM STRUCTURAL VIEW
CHU011701008S02
GENERATOR
BATTERY
CHU0117S001
End Of Sie
01–17–1
CHARGING SYSTEM
BATTERY CONSTRUCTION
CHU011701008S03
• Air that passes through the battery duct when the vehicle is moving is used to cool the battery, improving
reliability.
End Of Sie BATTERY COVER
BATTERY
BATTERY
BOX
FRONT
BATTERY TRAY
BATTERY DUCT
INTAKE AIR
CHU0117S002
GENERATOR CONSTRUCTION
CHU011701008S04
• The voltage regulator has been eliminated, and generator control is carried out by the PCM.
STATOR COIL
P
PCM
D
BATTERY
POWER TRANSISTOR
CAN
INSTRUMENT
CLUSTER
(WARNING LIGHT)
CHU0117S003
End Of Sie
01–17–2
IGNITION SYSTEM
01–18 IGNITION SYSTEM
IGNITION SYSTEM OUTLINE. . . . . . . . . 01–18–1 Construction . . . . . . . . . . . . . . . . . . . . . 01–18–2
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–18–1 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–18–2
IGNITION SYSTEM SPARK PLUG CONSTRUCTION. . . . . . . 01–18–3
STRUCTURAL VIEW . . . . . . . . . . . . . . 01–18–1 Specification . . . . . . . . . . . . . . . . . . . . . 01–18–3
IGNITION COIL CONSTRUCTION/ HIGH-TENSION LEAD
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–18–2 CONSTRUCTION . . . . . . . . . . . . . . . . . . 01–18–3 01–18
End of Toc
IGNITION SYSTEM OUTLINE
CHU011801008S01
Features
Improved reliability • An independent ignition control system with distributorless ignition coil adopted
Improved durability • A spark plug with an iridium tip adopted
End Of Sie
IGNITION SYSTEM STRUCTURAL VIEW
CHU011801008S02
IGNITION COIL
SPARK PLUG HIGH-TENSION LEAD
CHU0118S001
End Of Sie
01–18–1
IGNITION SYSTEM
IGNITION COIL CONSTRUCTION/OPERATION
CHU011801008S03
Construction
• Distributorless ignition coils have been adopted, and two ignition coils are installed each on both the trailing
and leading sides. By adopting the distributorless ignition coil, the distributor has been eliminated in order to
simplify the parts of the ignition system, and also to prevent voltage reduction occurring between the parts
improving firing efficiency.
• Independent firing control has been adopted to eliminate firing without spark, increasing firing energy.
Operation
• The firing timing of the coil is controlled by the PCM by means of a built-in igniter for optimum ignition timing
control.
IGNITON COIL IGNITION COIL IGNITION COIL
FRONT VIEW SIDE VIEW ELECTRICAL SYSTEM WIRING DIAGRAM
PCM
2Z 2AA 2AC 2AD

A IG CONDENSER
C B C T/F
A B
A
C T/R
B
A
IGNITION COIL INTERNAL CIRCUIT C L/F
B
TO SPARK PLUG A
C SECONDARY
C L/R
TERMINAL
B
IG SW A
A
B
BATTERY
CHU0118S004
Terminal layout
Terminal Signal
A Ignition coil control signal
3 terminals B Ground
C Ignition coil power supply
End Of Sie
01–18–2
IGNITION SYSTEM
SPARK PLUG CONSTRUCTION
CHU011801008S04
• Iridium-tipped spark plugs have been adopted on both trailing and leading sides to improve durability.
• A center electrode with a thick insulator and extremely thin tip (diameter of 0.8 mm {0.03 in}) and small single-
ground electrode have been adopted to stabilize firing under a thin fuel-air mixture. At the same time, high-heat
resistance has been improved by decreasing the temperature of the electrode and the insulator.
• Spark plugs with an internal resister have been adopted to remove noise caused by the ignition system. The
effect of which prevents ignition noise from mixing with the audio system.
• White paint (leading side), blue paint (trailing side) is on the the spark plugs to prevent mis-installation. 01–18
(Standard type spark plugs only.)
PAINT LOCATION
(STANDARD TYPE SPARK PLUGS ONLY)
GROUND
ELECTRODE CENTER ELECTRODE
(IRIDIUM)
0.8 mm
{0.03 in}
CHU0118S005
Specification
Item Specification
RE7A-L*1
Leading side
Type NGK (RE6A-L)*2
Trailing side RE9B-T*1
*1
: Standard equipment
*2
: Hot type plug: Available only for customers who often drive their car at very low speed which causes the plugs
to foul easily.
End Of Sie
HIGH-TENSION LEAD CONSTRUCTION
CHU011801008S05
• Blue and green tapes are on the trailing side of the plug caps to prevent mis-installation.
End Of Sie
GREEN
BLUE
BLUE
BLUE AND
GREEN GREEN TAPES
(TRAILING SIDE)
CHU0118S006
01–18–3
STARTING SYSTEM
01–19 STARTING SYSTEM
STARTING SYSTEM OUTLINE . . . . . . . 01–19–1 STARTER INTERLOCK SWITCH (MT)
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–19–1 CONSTRUCTION/OPERATION . . . . . . . 01–19–2
STARTING SYSTEM Construction . . . . . . . . . . . . . . . . . . . . . 01–19–2
STRUCTURAL VIEW . . . . . . . . . . . . . . 01–19–1 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–19–2
STARTER CONSTRUCTION . . . . . . . . . 01–19–1
01–19
End of Toc
STARTING SYSTEM OUTLINE
CHU011901008S01
Features
Improved startability • A reduction type starter adopted
Improved safety • A starter interlock switch adopted (MT)
End Of Sie
STARTING SYSTEM STRUCTURAL VIEW
CHU011901008S02
STARTER
(AT)
STARTER (MT)
STARTER
INTERLOCK
SWITCH (MT)
CHU0119S001
End Of Sie
STARTER CONSTRUCTION
CHU011918400S01
• High torque coaxial reduction type starter has been adopted.
IGNITION
SWITCH B M
PULL-IN COIL
S
M
MOTOR
BATTERY
HOLDING COIL
CHU0119S002
End Of Sie
01–19–1
STARTING SYSTEM
STARTER INTERLOCK SWITCH (MT) CONSTRUCTION/OPERATION
CHU011918400S02
Construction
• The starter interlock switch mechanism prevents vehicle surge when the engine is started, enhancing the
safety. The engine cannot be started unless the clutch is depressed.
• The mechanism is provided with a starter interlock switch on the circuit between the ignition switch and the
starter.
EXTERNAL VIEW SIDE VIEW
STARTER
INTERLOCK
SWITCH
ROD
CLUTCH PEDAL STARTER
CLUTCH PEDAL INTERLOCK
SWITCH
CHU0119S003
Operation
• Depressing the clutch pedal presses the starter interlock switch rod. At this time, the starter interlock switch is
on, and the power circuit to starter closes. Accordingly, the starter operates only when the clutch is depressed
whereby the engine can be started.
IGNITION SWITCH
START
STARTER INTERLOCK SWITCH STARTER
INTERLOCK
SWITCH
STARTER
RELAY
BATTERY
ROD
STARTER
CHU0119S004
End Of Sie
01–19–2
CRUISE CONTROL SYSTEM
01–20 CRUISE CONTROL SYSTEM
CRUISE CONTROL SYSTEM CRUISE CONTROL SYSTEM
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–20–1 STRUCTURAL VIEW . . . . . . . . . . . . . . . 01–20–2
Component and function . . . . . . . . . . . 01–20–1 CRUISE CONTROL SYSTEM BLOCK
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 01–20–3
End of Toc 01–20

CRUISE CONTROL SYSTEM OUTLINE
CHU012001011S01
• The cruise control system enables driving at a constant speed by setting vehicle speed with the cruise control
switch instead of operating the AP.
• The PCM controls the throttle valve actuator to maintain the vehicle at a constant speed.
• For the control of the cruise control system, refer to the drive-by wire control. (See 01–40–12 DRIVE-BY-WIRE
CONTROL OPERATION.)
Component and function

Installation
Component Function
location
• ABS HU/CM (CAN The vehicle speed signal is sent to the PCM from either the ABS HU/CM or
communication: Vehicle the DSC HU/CM.
speed signal) Engine
• DSC HU/CM (CAN compartment
communication: Vehicle
speed signal)
This is the main switch of the cruise control system. Turning the
ON/OFF ON/OFF ON/OFF switch to on switches the cruise control system to
standby status.
When the vehicle speed exceeds 27 km/h {16.7 mph} during
normal driving (cruise control system is in standby status) and the
SET SET/COAST switch is released after it is pressed, the PCM stores
the vehicle speed at the time of the switch is released and the
SET/COAST cruise control begins.
Tapping the SET/COAST switch (tap-down operation) or
COAST continuously pressing it during cruise control decreases the set
Cruise control vehicle speed. Steering
switch If the RES/ACCEL switch is pressed while the cruise control is in wheel
standby status (PCM has stored a set vehicle speed) and the
RES vehicle speed exceeds 27 km/h {16.7 mph} during normal driving,
the cruise control system activates to control the vehicle speed to
RES/ACCEL the set vehicle speed.
Tapping the RES/ACCEL switch (tap-up operation) or
ACCEL continuously pressing it during cruise control increases the set
vehicle speed.
Pressing the CANCEL switch during cruise control switches the
CANCEL CANCEL cruise control system to standby status (Set vehicle speed is
saved).
Depressing the brake pedal during cruise control switches the cruise control
Brake switch Brake pedal
system to standby status (Set vehicle speed is saved).
Depressing the clutch pedal during cruise control switches the cruise control
CPP switch (MT) Clutch pedal
system to standby status (Set vehicle speed is saved).
Shifting to neutral during cruise control switches the cruise control system to Manual
Neutral switch (MT)
standby status (Set vehicle speed is saved). transmission
Changing the selector lever from the D range to the N position during cruise
TCM (AT) (CAN Automatic
control switches the cruise control system to standby status (Set vehicle
communication: Neutral signal) transmission
speed is saved).
• The cruise control system activates or stops based on the cruise control
switch ON/OFF signal. Engine
PCM
• The cruise control duty signal, which is based on each input signal, is sent compartment
to the throttle valve actuator.
Throttle valve actuator The duty signal sent from the PCM adjusts the throttle valve opening angle. Throttle body
Cruise control main indicator This illuminates while the cruise control system is in standby or control status.
light Instrument
cluster
Cruise control indicator light This illuminates while the cruise control system is in control status.
01–20–1
End Of Sie
CRUISE CONTROL SYSTEM STRUCTURAL VIEW

CHU012001011S02
CRUISE
CONTROL
INDICATOR
LIGHT
CRUISE
CONTROL
MAIN
INDICATOR
LIGHT
CRUISE CONTROL SWITCH
TCM (AT)
PCM
BRAKE SWITCH
CPP SWITCH (MT)
NEUTRAL SWITCH (MT)
THROTTLE
VALVE ACTUATOR

CHU0120S001
End Of Sie
01–20–2
CRUISE CONTROL SYSTEM BLOCK DIAGRAM
CHU012001011S03
THROTTLE
BRAKE SWITCH VALVE ACTUATOR
01–20
ABS HU/CU, DSC HU/CU CRUISE CONTROL INDICATOR
PCM LIGHT
TCM (AT)
CRUISE CONTROL MAIN

CPP SWITCH (MT) INDICATOR LIGHT
NEUTRAL SWITCH (MT)
CHU0120S002
End Of Sie
01–20–3
CONTROL SYSTEM
01–40 CONTROL SYSTEM
ENGINE CONTROL SYSTEM FUEL PUMP SPEED CONTROL
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–3 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–24
Features. . . . . . . . . . . . . . . . . . . . . . . . 01–40–3 FUEL PUMP SPEED CONTROL BLOCK
Specification. . . . . . . . . . . . . . . . . . . . . 01–40–3 DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 01–40–25
ENGINE CONTROL SYSTEM FUEL PUMP SPEED CONTROL
STRUCTURAL VIEW . . . . . . . . . . . . . . 01–40–4 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–40–26 01–40
ENGINE CONTROL SYSTEM Operation Conditions . . . . . . . . . . . . . . 01–40–26
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–40–5 ELECTRIC SPARK ADVANCE CONTROL
ENGINE CONTROL SYSTEM WIRING OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–26
ENGINE CONTROL SYSTEM BLOCK BLOCK DIAGRAM . . . . . . . . . . . . . . . . . 01–40–27
ENGINE CONTROL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–40–28
RELATION CHART . . . . . . . . . . . . . . . . 01–40–9 Ignition Method . . . . . . . . . . . . . . . . . . . 01–40–28
MAIN RELAY CONTROL OUTLINE . . . . 01–40–10 Determination of Ignition Timing . . . . . . 01–40–28
MAIN RELAY CONTROL BLOCK Fixed Ignition. . . . . . . . . . . . . . . . . . . . . 01–40–28
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–40–10 Regular Ignition . . . . . . . . . . . . . . . . . . . 01–40–28
MAIN RELAY CONTROL SECONDARY AIR INJECTION (AIR)
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–10 CONTROL OUTLINE . . . . . . . . . . . . . . . 01–40–29
DRIVE-BY-WIRE CONTROL OUTLINE . 01–40–10 SECONDARY AIR INJECTION (AIR)
DRIVE-BY-WIRE CONTROL BLOCK CONTROL BLOCK DIAGRAM . . . . . . . 01–40–30
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–40–11 SECONDARY AIR INJECTION (AIR)
DRIVE-BY-WIRE CONTROL CONTROL OPERATION . . . . . . . . . . . . 01–40–30
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–12 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . 01–40–30
Idle Speed Control . . . . . . . . . . . . . . . . 01–40–12 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–40–30
Accelerator Control . . . . . . . . . . . . . . . 01–40–12 EVAPORATIVE PURGE CONTROL
Traction Control . . . . . . . . . . . . . . . . . . 01–40–13 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–30
Cruise Control . . . . . . . . . . . . . . . . . . . 01–40–13 EVAPORATIVE PURGE CONTROL
Vehicle Speed Limiter (AT) . . . . . . . . . 01–40–14 BLOCK DIAGRAM . . . . . . . . . . . . . . . . . 01–40–30
DRIVE-BY-WIRE RELAY CONTROL EVAPORATIVE PURGE CONTROL
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–14 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–40–31
DRIVE-BY-WIRE RELAY CONTROL Evaporative Purge Control Execution
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–14 Condition . . . . . . . . . . . . . . . . . . . . . . . 01–40–31
SEQUENTIAL DYNAMIC AIR INTAKE Determination of Purge Solenoid Valve
SYSTEM (S-DAIS) CONTROL Energization Period. . . . . . . . . . . . . . . 01–40–31
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–14 METERING OIL PUMP CONTROL
SEQUENTIAL DYNAMIC AIR INTAKE OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–31
SYSTEM (S-DAIS) CONTROL BLOCK METERING OIL PUMP CONTROL
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–40–15 BLOCK DIAGRAM . . . . . . . . . . . . . . . . . 01–40–32
SEQUENTIAL DYNAMIC AIR INTAKE METERING OIL PUMP CONTROL
SYSTEM (S-DAIS) CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–40–32
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–15 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . 01–40–32
Operation Outline. . . . . . . . . . . . . . . . . 01–40–15 Energization Off Function . . . . . . . . . . . 01–40–32
Operation list . . . . . . . . . . . . . . . . . . . . 01–40–15 Initial-set Function . . . . . . . . . . . . . . . . . 01–40–33
Operation . . . . . . . . . . . . . . . . . . . . . . . 01–40–15 Monitor Function . . . . . . . . . . . . . . . . . . 01–40–33
FUEL INJECTION CONTROL Fail-safe Function . . . . . . . . . . . . . . . . . 01–40–33
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–17 Regular Drive Function . . . . . . . . . . . . . 01–40–34
FUEL INJECTION CONTROL BLOCK Ignition Switch Off Function . . . . . . . . . 01–40–34
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–40–18 HEATED OXYGEN SENSOR (HO2S)
FUEL INJECTION CONTROL HEATER CONTROL OUTLINE . . . . . . . 01–40–34
OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–19 HEATED OXYGEN SENSOR (HO2S)
Fuel Injection Timing . . . . . . . . . . . . . . 01–40–19 HEATER CONTROL BLOCK
Air/fuel Ratio Control . . . . . . . . . . . . . . 01–40–20 DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 01–40–35
Fuel Injection Distribution Control . . . . 01–40–21 HEATED OXYGEN SENSOR (HO2S)
Synchronized Injection Control . . . . . . 01–40–21 HEATER CONTROL OPERATION . . . . 01–40–35
Non-synchronized Injection Control . . . 01–40–23 Operation Conditions . . . . . . . . . . . . . . 01–40–35
Fuel Cut Control. . . . . . . . . . . . . . . . . . 01–40–23 A/C CUT-OFF CONTROL OUTLINE . . . . 01–40–35
FUEL PUMP CONTROL OUTLINE. . . . . 01–40–23 A/C CUT-OFF CONTROL BLOCK
FUEL PUMP CONTROL BLOCK DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 01–40–36
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 01–40–24 A/C CUT-OFF CONTROL
FUEL PUMP CONTROL OPERATION . . 01–40–24 OPERATION . . . . . . . . . . . . . . . . . . . . . . 01–40–36
Operation condition . . . . . . . . . . . . . . . 01–40–24 Operation . . . . . . . . . . . . . . . . . . . . . . . 01–40–36
01–40–1
CONTROL SYSTEM
A/C Cut-off at Wide Throttle Valve ENGINE COOLANT TEMPERATURE (ECT)
Opening Angle . . . . . . . . . . . . . . . . . . 01–40–36 SENSOR CONSTRUCTION/
A/C Cut-off at Standing Start OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–46
Acceleration . . . . . . . . . . . . . . . . . . . . 01–40–36 INTAKE AIR TEMPERATURE (IAT)
A/C Cut-off at High ECT . . . . . . . . . . . . 01–40–37 SENSOR FUNCTION . . . . . . . . . . . . . . 01–40–47
ELECTRICAL FAN CONTROL INTAKE AIR TEMPERATURE (IAT)
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–37 SENSOR CONSTRUCTION/
ELECTRICAL FAN CONTROL BLOCK OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–47
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 01–40–37 THROTTLE POSITION (TP) SENSOR
ELECTRICAL FAN CONTROL FUNCTION. . . . . . . . . . . . . . . . . . . . . . . 01–40–47
OPERATION. . . . . . . . . . . . . . . . . . . . . . 01–40–37 THROTTLE POSITION (TP) SENSOR
GENERATOR CONTROL OUTLINE . . . . 01–40–38 CONSTRUCTION/OPERATION . . . . . . 01–40–48
GENERATOR CONTROL BLOCK ACCELERATOR PEDAL POSITION (APP)
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 01–40–39 SENSOR FUNCTION . . . . . . . . . . . . . . 01–40–48
GENERATOR CONTROL OPERATION . 01–40–39 ACCELERATOR PEDAL POSITION (APP)
Determination of Field Coil SENSOR CONSTRUCTION/
Excitation Time . . . . . . . . . . . . . . . . . . 01–40–39 OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–49
Control . . . . . . . . . . . . . . . . . . . . . . . . . 01–40–40 MASS AIR FLOW (MAF) SENSOR
CONTROLLER AREA NETWORK (CAN) FUNCTION. . . . . . . . . . . . . . . . . . . . . . . 01–40–49
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 01–40–40 MASS AIR FLOW (MAF) SENSOR
CONTROLLER AREA NETWORK (CAN) CONSTRUCTION/OPERATION . . . . . . 01–40–49
SYSTEM WIRING DIAGRAM. . . . . . . . . 01–40–40 FRONT HEATED OXYGEN SENSOR
CONTROLLER AREA NETWORK (CAN) (HO2S) FUNCTION . . . . . . . . . . . . . . . . 01–40–50
OPERATION. . . . . . . . . . . . . . . . . . . . . . 01–40–40 FRONT HEATED OXYGEN SENSOR
PCM FUNCTION. . . . . . . . . . . . . . . . . . . . 01–40–42 (HO2S) CONSTRUCTION/
Function List . . . . . . . . . . . . . . . . . . . . . 01–40–42 OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–50
PCM CONSTRUCTION/OPERATION . . . 01–40–43 REAR HEATED OXYGEN SENSOR
NEUTRAL SWITCH FUNCTION (MT) . . . 01–40–43 (HO2S) FUNCTION . . . . . . . . . . . . . . . . 01–40–51
NEUTRAL SWITCH CONSTRUCTION/ REAR HEATED OXYGEN SENSOR
OPERATION (MT) . . . . . . . . . . . . . . . . . 01–40–43 (HO2S) CONSTRUCTION/
CLUTCH PEDAL POSITION (CPP) SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–51
FUNCTION (MT) . . . . . . . . . . . . . . . . . . . 01–40–44 BAROMETRIC PRESSURE (BARO)
CLUTCH PEDAL POSITION (CPP) SWITCH SENSOR FUNCTION . . . . . . . . . . . . . . 01–40–51
CONSTRUCTION/OPERATION (MT) . . 01–40–44 BAROMETRIC PRESSURE (BARO)
SECONDARY SHUTTER VALVE (SSV) SENSOR CONSTRUCTION/
SWITCH FUNCTION . . . . . . . . . . . . . . . 01–40–44 OPERATION . . . . . . . . . . . . . . . . . . . . . 01–40–52
SECONDARY SHUTTER VALVE (SSV) KNOCK SENSOR (KS) FUNCTION . . . . 01–40–52
SWITCH CONSTRUCTION/ KNOCK SENSOR (KS)
OPERATION. . . . . . . . . . . . . . . . . . . . . . 01–40–45 CONSTRUCTION/OPERATION . . . . . . 01–40–52
AUXILIARY PORT VALVE (APV) POSITION ECCENTRIC SHAFT POSITION SENSOR
SENSOR FUNCTION . . . . . . . . . . . . . . . 01–40–45 FUNCTION. . . . . . . . . . . . . . . . . . . . . . . 01–40–53
AUXILIARY PORT VALVE (APV) POSITION ECCENTRIC SHAFT POSITION SENSOR
SENSOR CONSTRUCTION/ CONSTRUCTION/OPERATION . . . . . . 01–40–53
OPERATION. . . . . . . . . . . . . . . . . . . . . . 01–40–45 METERING OIL PUMP SWITCH
ENGINE COOLANT TEMPERATURE (ECT) FUNCTION. . . . . . . . . . . . . . . . . . . . . . . 01–40–54
SENSOR FUNCTION . . . . . . . . . . . . . . . 01–40–46 METERING OIL PUMP SWITCH
End of Toc
01–40–2
CONTROL SYSTEM
ENGINE CONTROL SYSTEM OUTLINE
CHU014000140S01
Features
Improved driveability • Drive-by-wire control adopted
Improved engine torque and output • Sequential dynamic air intake system (S-DAIS) adopted
Wiring harness simplification • Controller area network (CAN) adopted
Specification 01–40
Item Specification
Neutral switch (MT) ON/OFF
CPP switch (MT) ON/OFF
SSV switch ON/OFF
APV position sensor (13B-MSP (High Power)) Hall element
ECT sensor Thermistor
IAT sensor (Inside MAF) Thermistor
TP sensor Hall element
APP sensor Hall element
MAF sensor Hot-wire
Front HO2S Zirconia element (Wide-range air/fuel ratio sensor)
Rear HO2S Zirconia element (Stoichiometric air/fuel ratio sensor)
BARO sensor Piezoelectric element
KS Piezoelectric element
Eccentric shaft position sensor Magnetic pickup
Metering oil pump switch ON/OFF
Brake switch ON/OFF
Throttle valve actuator DC motor
APV motor (13B-MSP (High Power)) DC motor
Fuel injector (primary 1) Multiple hole type (12 holes)
Fuel injector (secondary) Multiple hole type (4 holes)
Fuel injector (primary 2) (13B-MSP (High Power)) Multiple hole type (4 holes)
Stepping motor (in metering oil pump) Stepping motor
End Of Sie
01–40–3
CONTROL SYSTEM
ENGINE CONTROL SYSTEM STRUCTURAL VIEW
CHU014000140S02

FRONT HO2S INSTRUMENT CLUSTER
FRONT HO2S HEATER
TCM (AT)
CPP CRUISE
REAR HO2S SWITCH CONTROL
(MT) INDICATOR
REAR HO2S HEATER LIGHT
BRAKE SWITCH
APP CRUISE CONTROL MAIN

SENSOR INDICATOR LIGHT
(MAIN/SUB)
EPS
CONTROL AIR
UNIT SOLENOID VALVE
SSV
SOLENOID
VALVE
VDI
AIR PUMP RELAY SOLENOID
GENERATOR VALVE
AIR PUMP NEUTRAL SWITCH (MT)
BARO SENSOR PURGE

SSV SWITCH SOLENOID
PCM VALVE
THROTTLE VALVE
ECT SENSOR
ACTUATOR
TP SENSOR
(MAIN/SUB)
BATTERY
APV MOTOR
APV POSITION SENSOR
KS
VFAD SOLENOID VALVE IAT SENSOR
DSC HU/CM
(13B-MSP (HIGH POWER)) MAF SENSOR
ABS HU/CM
IGNITION COIL
STEPPING MOTOR
(T/F, T/R, L/F, L/R)
(METERING OIL PUMP)
METERING OIL PUMP SWITCH
FUEL INJECTOR
ECCENTRIC SHAFT
MAIN FUSE BLOCK
POSITION SENSOR
COOLING FAN
RELAY NO.2
MAIN RELAY
DRIVE-BY-WIRE RELAY PRIMARY 1
COOLING FAN RELAY NO.1 PRIMARY 2

SECONDARY (13B-MSP
COOLING FAN RELAY NO.3
FUEL PUMP (HIGH POWER))
SPEED A/C RELAY
CONTROL RELAY FUEL PUMP RELAY
CHU0140S001
End Of Sie
01–40–4
CONTROL SYSTEM
ENGINE CONTROL SYSTEM DIAGRAM
CHU014000140S03
AIR FILTER
01–40
EVAP SYSTEM LEAK
DETECTION PUMP
FUEL PUMP
SPEED CONTROL
RELAY
FUEL PUMP APP SENSOR

RESISTER (MAIN/SUB)
FUEL PUMP
FUEL PUMP FUEL TANK
RELAY
UNIT
AIR
SOLENOID VALVE
SSV TP SENSOR (MAIN/SUB)
SOLENOID VALVE
C MAF/IAT
VDI TO METERING SENSOR
A B
SOLENOID OIL NOZZLE
VALVE
VDI ACTUATOR
TO VFAD
FUEL INJECTOR POWER THROTTLE SOLENOID
(PRIMARY 2) D VALVE VALVE
BRAKE
UNIT
FUEL INJECTOR B FUEL INJECTOR

(PRIMARY 1) (SECONDARY)
KS
TRAILING
SPARK PLUG C
D
LEADING (13B-MSP
APV SPARK PLUG
MOTOR (HIGH POWER))
(13B-MSP
(HIGH POWER)) APV ENGINE COOLANT
A VALVE TEMPERATURE SENSOR
BARO SENSOR
ECCENTRIC SHAFT
REAR HO2S POSITION SENSOR
JET AIR-FUEL
MIXING NOZZLE AIR PUMP TO PCM
FRONT HO2S AIR CONTROL VALVE
CHU0140S002
End Of Sie
01–40–5
CONTROL SYSTEM
ENGINE CONTROL SYSTEM WIRING DIAGRAM
CHU014000140S04
B+ B+
IG2
IG1 STARTER RELAY FUEL PUMP RELAY
5A 5P
START
ACC FUEL PUMP
5J SPEED CONTROL RELAY
MAIN RELAY
4M
4E
5AC
5AF FUEL PUMP RESISTOR
FUEL INJECTOR (FP)

IGNITION RELAY 2M
4Q FUEL INJECTOR (FS)

2G
B+
B+ DRIVE-BY-WIRE RELAY FUEL INJECTOR (RP)
5H 2J
4C
FUEL INJECTOR (RS)
2 2D
CPP SWITCH *
4F FUEL INJECTOR (FP2) *1
3A
NEUTRAL SWITCH *2
2O FUEL INJECTOR (RP2) *1
3D IG1
BRAKE SWITCH *3
4P
PCM 2AD IGNITION COIL (T/F)
CRUISE CONTROL SWITCH *3
5V
2AC IGNITION COIL (T/R)
2AA IGNITION COIL (L/F)
2Z IGNITION COIL (L/R)

4U

2N
B+
METERING OIL PUMP
SSV SWITCH
1D 2W
REFRIGERANT PRESSURE SWITCH

2V
A/C HI, LO
4W
AMPLIFIER
MEDIUM 2AB
4Z
OIL LEVEL SWITCH 2Y

2R
OIL PRESSURE SWITCH 4H EVAP SYSTEM

2E LEAK DETECTION
4D PUMP
COOLANT LEVEL SWITCH
*1: 13B-MSP (HIGH POWER)
4T
*2: MT
*3: WITH CRUISE CONTROL SYSTEM
a b
CHU0140S085
01–40–6
CONTROL SYSTEM
B+
a b
ECT SENSOR
VFAD SOLENOID VALVE *1
2K
5Z
5U
IAT SENSOR VDI SOLENOID VALVE
1W
5K 01–40
5N SSV SOLENOID VALVE
1L
MAF SENSOR
BARO SENSOR 2P
5S
AIR SOLENOID VALVE
1O
4K
B+
1T
AIR PUMP RELAY
KS 4O
1F
1G
AIR PUMP
1U
APP SENSOR
4Y
2I
NO.1 5F GENERATOR
2T
5AE
4X
NO.2 5C 5W A/C AMPLIFIER
5AB
B+
THROTTLE BODY A/C RELAY
TP SENSOR PCM 5AA
1Q
NO.1 1J
NO.2 1M
5X
2F
THROTTLE ACTUATOR
1C COOLING FAN RELAY NO.2
5AD
1B
APV MOTOR *1
APV 1S COOLING FAN RELAY NO.3

POSITION
SENSOR 3B
APV MOTOR
3J OTHER MODULE
CAN_H ·EPS CONTROL MODULE
4V
·TCM
3G
·ABS HU/CM
·DSC HU/CM
ECCENTRIC SHAFT POSITION SENSOR ·KEYLESS CONTROL MODULE
2U CAN_L ·TPMS CONTROL MODULE
4S ·STEERING ANGLE SENSOR
2X ·INSTRUMENT CLUSTER
2H
B+
2B
4A
2C
4J
1V
5D
FRONT HO2S
5O
2Q 5R
2A 5T
REAR HO2S *1: 13B-MSP (HIGH POWER)
CHU0140S086
End Of Sie
01–40–7
CONTROL SYSTEM
ENGINE CONTROL SYSTEM BLOCK DIAGRAM
CHU014000140S05
PCM
MAIN RELAY CONTROL MAIN RELAY

NEUTRAL SWITCH (MT)
CPP SWITCH (MT) DRIVE-BY-WIRE RELAY

DRIVE-BY-WIRE
RELAY CONTROL
SSV SWITCH THROTTLE VALVE ACTUATOR
APV POSITION SENSOR SSV SOLENOID VALVE

(13B-MSP (HIGH POWER)) DRIVE-BY-WIRE CONTROL
ECT SENSOR APV MOTOR

IAT SENSOR S-DAIS CONTROL VDI SOLENOID VALVE
TP SENSOR VFAD SOLENOID VALVE

APP SENSOR FUEL INJECTION CONTROL FUEL INJECTOR (PRIMARY 1)
MAF SENSOR FUEL INJECTOR (PRIMARY 2)

FUEL PUMP CONTROL (13B-MSP (HIGH POWER))
FRONT HO2S
FUEL INJECTOR (SECONDARY)
REAR HO2S
FUEL PUMP FUEL PUMP RELAY
SPEED CONTROL
BARO SENSOR FUEL PUMP SPEED
CONTROL RELAY
KS IGNITION TIMING
CONTROL IGNITION COIL (T/F)
ECCENTRIC SHAFT POSITION
SENSOR IGNITION COIL (L/F)
AIR CONTROL
IGNITION COIL (T/R)
IGNITION SWITCH EVAPORATIVE
PURGE CONTROL IGNITION COIL (L/R)
P/S SIGNAL (CAN SIGNAL)
AIR PUMP RELAY
VEHICLE SPEED SIGNAL
(CAN SIGNAL) METERING OIL
PUMP CONTROL AIR SOLENOID VALVE
STEPPING MOTOR
TR SWITCH SIGNAL (IN METERING OIL PUMP)
(AT VEHICLES) (CAN SIGNAL) HO2S HEATER CONTROL
FRONT HO2S HEATER
BRAKE SWITCH NO.1
(CAN SIGNAL)
BRAKE SWITCH NO.2 REAR HO2S HEATER
(ANALOG SIGNAL) A/C CUT-OFF CONTROL
TCM (AT)
(CAN SIGNAL)
ELECTRICAL FAN A/C RELAY
DSC HU/CM (WITH DSC)(CAN SIGNAL)
ABS HU/CM (WITH ABS)(CAN SIGNAL) CONTROL
A/C AMPLIFIER
(A/C SWITCH SIGNAL)
REFRIGERANT PRESSURE SWITCH GENERATOR CONTROL COOLING FAN RELAY NO.2
(MEDIUM PRESSURE SWITCH)
CHU0140S005
End Of Sie
01–40–8
CONTROL SYSTEM
ENGINE CONTROL SYSTEM RELATION CHART
CHU014000140S06
• Each control system and their related input and output parts are as follows.
x: Applied
ELECTRIC SPARK ADVANCE CONTROL

DRIVE-BY-WIRE RELAY CONTROL
EVAPORATIVE PURGE CONTROL
METERING OIL PUMP CONTROL
CONTROLLER AREA NETWORK

01–40
FUEL PUMP SPEED CONTROL
ELECTRICAL FAN CONTROL

FUEL INJECTION CONTROL
DRIVE-BY-WIRE CONTROL
HO2S HEATER CONTROL
A/C CUT-OFF CONTROL
GENERATOR CONTROL
MAIN RELAY CONTROL
FUEL PUMP CONTROL

ITEM
S-DAIS CONTROL
AIR CONTROL
INPUT
NEUTRAL SWITCH (MT) X X
CPP SWITCH (MT) X X
SSV SWITCH X X
ECT SENSOR X X X X X X X X X X X X
IAT SENSOR X X X X X X X X X X X
TP SENSOR X X X X X X
APP SENSOR X X X X
MAF SENSOR X X X X X X
FRONT HO2S X X
REAR HO2S X X
BARO SENSOR X X X X X X
KS X X
ECCENTRIC SHAFT POSITION SENSOR X X X X X X X X X X
METERING OIL PUMP SWITCH X
BATTERY POSITIVE VOLTAGE X X X X
IGNITION SWITCH X X X X X X X X
P/S SIGNAL (CAN SIGNAL) X X
VEHICLE SPEED SIGNAL (CAN SIGNAL) X X X X X X
CRUISE CONTROL SWITCH X
TR SWITCH (CAN SIGNAL) X X X
BRAKE SWITCH NO.1 (CAN SIGNAL) X X X
BRAKE SWITCH NO.2 (ANALOG SIGNAL) X
TCM (AT) (CAN SIGNAL) X X X X X
DSC HU/CM (CAN SIGNAL) X X X X
A/C AMPLIFIER (A/C SWITCH) X X X X
REFRIGERANT PRESSURE SWITCH (MEDIUM PRESSURE SWITCH) X X
GENERATOR (TERMINAL P: STATOR COIL) X X
OUTPUT
MAIN RELAY X
DRIVE-BY-WIRE RELAY X
THROTTLE VALVE ACTUATOR X
SSV SOLENOID VALVE X
APV MOTOR X
VDI SOLENOID VALVE X
VFAD SOLENOID VALVE X
FUEL INJECTOR (PRIMARY 1) X
FUEL INJECTOR (SECONDARY) X
FUEL INJECTOR (PRIMARY 2) X
FUEL PUMP RELAY X
FUEL PUMP SPEED CONTROL RELAY X
IGNITION COIL (T/F) X
IGNITION COIL (L/F) X
IGNITION COIL (T/R) X
IGNITION COIL (L/R) X
AIR PUMP RELAY X
AIR SOLENOID VALVE X
PURGE SOLENOID VALVE X
STEPPING MOTOR (INTEGRATED IN METERING OIL PUMP) X
FRONT HO2S HEATER X
REAR HO2S HEATER X
A/C RELAY X
COOLING FAN RELAY NO.1 X
GENERATOR (TERMINAL D: FIELD COIL) X
CHU0140S006
End Of Sie
01–40–9
CONTROL SYSTEM
MAIN RELAY CONTROL OUTLINE
CHU014000140S07
• When the ignition switch is turned to the ON position, the main relay turns on.
• When the ignition switch is turned from on to off, the main relay turns on for a few minutes to activate the fully-
closed throttle learning function of the drive-by-wire control, the ignition switch off function of the metering oil
pump control, the after-cleaning function of the electrical fan control, and EVAP system leak detection function
of the EVAP control system.
End Of Sie
MAIN RELAY CONTROL BLOCK DIAGRAM
CHU014000140S08
• The PCM controls the main relay on/off, based on commands from the ignition switch or the controls.
PCM
IGNITION SWITCH MAIN RELAY
CHU0140S007
End Of Sie
MAIN RELAY CONTROL OPERATION
CHU014000140S09
• When the ignition switch is turned to the ON position, the main relay turns on and power is supplied to sensors
and devices.
• When the ignition switch is turned from on to off, a main relay on command signal is received the main relay
turns on and the following actions take place:
1. Throttle valve control: Fully closed throttle learning function (See 01–40–12 DRIVE-BY-WIRE CONTROL
OPERATION.)
2. Ignition switch off function of the metering oil pump control (See 01–40–32 METERING OIL PUMP
CONTROL OPERATION.)
3. After-cooling function of the electrical fan control (See 01–40–37 ELECTRICAL FAN CONTROL
OPERATION.)
4. EVAP system leak detection function of the EVAP control system (See 01–16–7 EVAPORATIVE
EMISSIONS (EVAP) CONTROL SYSTEM OUTLINE.)
• When the on request signal from the controls stop, the main relay turns off.
End Of Sie
DRIVE-BY-WIRE CONTROL OUTLINE
CHU014000140S10
• The drive-by-wire control calculates the optimum target throttle valve opening angle at all ranges of engine
speeds and controls the throttle valve actuator.
• The drive-by-wire control includes idle speed control, accelerator control, traction control, cruise control, and
vehicle speed limiter.
Control List
Control name Control Outline
Idle speed control • Controls the throttle valve opening angle during idling so that the idle speed is at the
target idle speed.
Accelerator control • Controls the throttle valve opening angle according to the amount of AP depression.
Has a fully-closed throttle learning function for consistent setting of the optimum
throttle opening angle according to changes due to age deterioration.
Traction control • Controls the throttle valve opening angle by torque up/down request signals from
the DSC HU/CM and TCM (AT).
Cruise control • Sets the vehicle speed by operation of the cruise control switch and controls the
throttle valve opening angle so that it becomes close to the set vehicle speed.
Vehicle speed limiter (AT) • Controls the throttle valve opening angle to lower the vehicle speed when it exceeds
200 km/h {124.3 mph}.
End Of Sie
01–40–10
CONTROL SYSTEM
DRIVE-BY-WIRE CONTROL BLOCK DIAGRAM
CHU014000140S11
• The PCM calculates a throttle valve opening angle matching the engine operation conditions from the following
input signals and sends a duty signal to the throttle valve actuator.
PCM
NEUTRAL SWITCH
01–40
CPP SWITCH
ECT SENSOR
IAT SENSOR
TP SENSOR
APP SENSOR
MAF SENSOR

SENSOR
IGNITION SWITCH
P/S SIGNAL (CAN SIGNAL)

THROTTLE VALVE ACTUATOR

(CAN SIGNAL)
TR SWITCH (CAN SIGNAL)
BRAKE SWITCH NO.1

(CAN SIGNAL)
BRAKE SWITCH NO.2

(ANALOG SIGNAL)

GENERATOR CURRENT
TCM (CAN SIGNAL)
DSC HU/CM (CAN SIGNAL)
CHU0140S008
End Of Sie
01–40–11
CONTROL SYSTEM
DRIVE-BY-WIRE CONTROL OPERATION
CHU014000140S12
Idle Speed Control
• Controls the throttle valve opening angle so that it is close to the target idle speed calculated by the PCM.
• The PCM calculates the target throttle opening angle by adding each type of correction to the basic duty value
which is the basis of the throttle valve opening angle, and then sends a duty signal to the throttle valve actuator.
The basic duty value is determined by the target engine speed.
• Each type of correction is as follows.
Correction
Correction Purpose Condition Amount of Correction
Water temperature Corrects changes in engine friction Determines correction amount Correction amount decreases
correction resistance based on changes in engine based on ECT. as ECT increases.
temperature.
Correction at engine Prevents idle speed dropping off after Directly after cranking and Correction amount increases
start engine start. engine-start. as ECT decreases.
Feedback correction Performs feedback control so that idle • Executes feedback • Correction amount
speed is close to the target idle speed. conditions when all of the decreases when the idle
following conditions are speed is higher than the
met: target idle speed.
— Vehicle stopped • Correction amount
— AP fully closed increases when the idle
speed is lower than the
target idle speed.
Learning correction Corrects air flow amount changes from Determined by the amount of Learning correction executed
changes in the engine due to aged feedback correction when when upper or lower limit of
deterioration such as engine friction external load correction and feedback correction exceeds
resistance and air leakage from the purge control stop. the fixed value.
throttle valve.
Purge correction Increase in air from purge control is Determined by the purge flow • Correction amount
subtracted from the target throttle amount and purge decreases as purge flow
opening angle. Increases throttle valve concentration when purge amount increases.
opening angle to prevent rotation control is executed. • Correction amount
fluctuation from changes in air/fuel ratio increases as purge flow
when purge concentration is high. concentration increases.
Load correction when Prevents engine speed drop after At acceleration from idle The amount of correction
vehicle accelerates vehicle accelerates from idle. increases as the idle speed
from idle (MT) depression amount increases.
External load • Prevents engine speed drop when • When any of the following Correction amount increases
correction the A/C and electrical load are signals are input: as external load increases.
operating. — A/C amplifier (A/C
• Prevents engine speed revving switch)
when the A/C and electrical load — Refrigerant pressure
are off. switch (medium-
pressure switch)
— Generator current value
Fast idle up Rapidly activates the catalytic Synchronizes fast idle Correction amount increases
correction converter after cold-engine start. correction for electric spark as the ignition timing retard for
control. (See 01–40–28 the fast idling correction of the
ELECTRIC SPARK ignition timing control
ADVANCE CONTROL advances.
OPERATION.)
Accelerator Control
• Controls the throttle valve opening angle through control of the throttle valve actuator, according to the amount
of AP depression.
• The PCM controls the throttle valve actuator so that the actual throttle valve opening angle is close to the target
throttle valve opening angle.
• The final throttle valve opening angle is determined by the sum of the target throttle opening angle during idling
and the target throttle valve opening angle during regular driving.
• The target throttle valve opening angle during regular driving is determined based on the transmission gear
position, the amount of AP depression and the engine speed. If the target throttle opening angle is at the fixed
value or less during regular driving, the PCM switches to idle speed control.
• The PCM sets the throttle valve to the fully-closed position when the ignition switch is on or off and executes
the idle position learning function to learn the throttle valve position. Due to this, changes in the throttle valve
opening angle due to age deterioration are corrected.
• When the ignition switch is off, a main relay on request is output and the fully-closed learning function is
executed. (See 01–40–10 MAIN RELAY CONTROL OPERATION.)
01–40–12
CONTROL SYSTEM
Traction Control
• The PCM calculates the target throttle valve opening angle by the torque up/down request signal from the DSC
HU/CM and TCM and the engine speed.
Cruise Control
• Calculates the throttle valve opening angle based on the deviation of the actual vehicle speed from the set
vehicle speed which was set with the cruise control switch and sends a duty signal to the throttle valve
actuator. 01–40
• The PCM controls the actual vehicle speed so that it is close to the set vehicle speed.
STANDBY SET
STANDBY VEHICLE
VEHICLE SPEED ACCELERATION DECELERATION RESUME SPEED
SETTING CLEAR
ACTUAL
VEHICLE SPEED
SET
VEHICLE SPEED
VEHICLE
SPEED
0 km/h
{0 mph}
ON/OFF
ON OFF
RES ACC ACC TAP UP RES
SET COAST
SET COAST TAP DOWN
CANCEL
CANCEL
CHU0140S077
• The cruise control includes the cruise control operation condition and the cruise control stop condition.
Cruise control operation condition

• When all of the following conditions are met, execution of the cruise control system is enabled (cruise control
standby status).
— Cruise control main switch: ON
— Vehicle speed: Exceeds 27 km/h {16.8 mph}
Cruise control stop condition

• When any of the following conditions are met even while in cruise control, the PCM stops the cruise control and
clears the set vehicle speed.
— Cruise control main switch: OFF
— Cruise control related DTCs (P0564, P0571) detected
• When any of the following conditions are met even while in cruise control, the PCM stops the cruise control
while storing the set vehicle speed.
— Cancel switch: ON
— Neutral switch (MT) or CPP switch (MT): ON
— Inhibitor switch (AT) P/N position switch: ON
— Vehicle speed: Less than 22.5 km/h {13.9 mph}
— Brake switch: ON
— The actual vehicle speed is 15 km/h {9.3 mph} or more lower than the set vehicle speed during cruise
control (ascending).
— Condition where actual vehicle speed is 15 km/h {9.3 mph} or more lower than the set vehicle speed
continues for 60 s or more even when the RESUME/ACCEL switch is on.
01–40–13
CONTROL SYSTEM
Cruise control function
• The cruise control includes accelerating, coasting, resume, tap-down, tap-up and downshift functions (AT).
Function List
Function Contents
Accelerating • When any of the following conditions are met while driving in cruise control and when the RESUME/
ACCEL switch is continuously pressed, the PCM gradually increases the set vehicle speed.
— Except during resume operation
— The RESUME/ACCEL switch is on one time or more during resume operation.
Coasting • When the SET/COAST switch is continuously pressed, the PCM gradually decreases the set
vehicle speed.
Resume • When the RESUME/ACCEL switch signal is input to the PCM during regular driving (cruise control
is stopped) and the previously set vehicle speed is stored in the PCM, the PCM sets the set vehicle
speed to the previously set vehicle speed and begins control.
Tap down • When all of the following conditions are met while driving in cruise control, the PCM decreases the
set vehicle speed by 1.6 km/h {1 mph} and controls the throttle valve actuator.
— During cruise control
— RESUME/ACCEL switch off
— The RESUME/ACCEL switch switches from off to on
— When actual vehicle speed is lower (set vehicle speed −2 km/h {-1.2 mph})
Tap-up • When all of the following conditions are met, the PCM increases the set vehicle speed by 1.6 km/h
{1 mph} and controls the throttle valve actuator so that the vehicle speed is close to the set vehicle
speed.
— During cruise control
— The RESUME/ACCEL switch switches from off to on
Downshift (AT) • When the following conditions are met, a downshift signal is sent to the TCM via CAN.
— RESUME/ACCEL switch on
— Target vehicle acceleration is not reached
Vehicle Speed Limiter (AT)

• When the actual vehicle speed exceeds 200 km/h {124.3 mph}, the vehicle speed limiter controls the throttle
valve actuator so that vehicle speed is maintained at 200 km/h {124.3 mph} or less. It also reduces shock when
the vehicle speed reaches 200 km/h {124.3 mph} and prevents rapid temperature increase of the catalytic
converter during high speed.
End Of Sie
DRIVE-BY-WIRE RELAY CONTROL OUTLINE
CHU014000140S13
• Supplies power to the drive-by-wire control.
End Of Sie
DRIVE-BY-WIRE RELAY CONTROL OPERATION
CHU014000140S14
• When the main relay is on, the drive-by-wire relay also turns on. (See 01–40–10 MAIN RELAY CONTROL
OPERATION.)
End Of Sie
SEQUENTIAL DYNAMIC AIR INTAKE SYSTEM (S-DAIS) CONTROL OUTLINE
CHU014000140S15
• Operates the SSV solenoid valve, the APV motor (13B-MSP (High Power)), the VDI solenoid valve, and the
VFAD solenoid valve (13B-MSP (High Power)) according to the engine speed range. As a result, torque and
output at all engine speed ranges have been improved.
End Of Sie
01–40–14
CONTROL SYSTEM
SEQUENTIAL DYNAMIC AIR INTAKE SYSTEM (S-DAIS) CONTROL BLOCK DIAGRAM
CHU014000140S16
• The PCM determines the engine conditions based on each input signal and sends signals to the SSV solenoid
valve, the APV motor (13B-MSP (High Power)), the VDI solenoid valve, and the VFAD solenoid valve (13B-
MSP (High Power)).
PCM
ECT SENSOR 01–40

SSV SOLENOID VALVE
TP SENSOR
APV MOTOR
MAF SENSOR
VDI SOLENOID VALVE
SENSOR
VFAD SOLENOID VALVE
BARO SENSOR
CHU0140S010
End Of Sie
SEQUENTIAL DYNAMIC AIR INTAKE SYSTEM (S-DAIS) CONTROL OPERATION
CHU014000140S17
Operation Outline
• Operates the SSV solenoid valve, the APV motor (13B-MSP (High Power)), the VFAD solenoid valve (13B-
MSP (High Power)), and the VDI solenoid valve according to the engine speed range.
Operation list
Engine speed range and operation conditions for each valve
On: Energization, Off: Non-energization, Open: Valve opens, Closed: Valve closes
Engine speed range
Item
Low speed Medium speed Medium-high speed High speed
Solenoid valve OFF ON (Secondary injector is operating)
SSV
Valve Closed Open
Solenoid valve OFF ON (Approx. 5,500 rpm or more)
VFAD
Valve Closed Open
Motor OFF ON (Approx. 6,250 rpm or more)
APV
Valve Closed Open
Solenoid valve OFF ON *1*2
VDI
Valve Closed Open
*1
:13B-MSP (Standard Power): Approx. 5,800 rpm or more
*2
: 13B-MSP (High Power): Approx. 7,300 rpm or more
Operation
SSV solenoid valve
• Turns on at the same time as the injection timing
of the secondary injector. Due to this, the intake OFF
manifold vacuum is fed to the SSV actuator SECONDARY
INJECTOR
allowing intake air from secondary port which is
opened by the SSV valve. ON
SSV OFF
SOLENOID
ON
OPEN
SSV
CLOSE
CHU0140S011
01–40–15
CONTROL SYSTEM
VFAD solenoid valve (13B-MSP (High Power))
• At an engine speed of less than 5,500 rpm, the VFAD solenoid valve turns off and feeds intake manifold
vacuum to the actuator (valve closes).
• At an engine speed of Approx. 5,500 rpm or
more, the VFAD solenoid valve turns on and
feeds BARO to the actuator (valve opens).
ENGINE
5,500 rpm
SPEED
VFAD OFF
SOLENOID
ON
VALVE OPEN
VFAD VALVE
CLOSE
CHU0140S015
APV motor (13B-MSP (High Power))

• When the following conditions are met, a duty signal is sent to the APV motor, the APV gradually opens. If an
APV-open condition is not met, a minus duty signal is sent to the APV motor, reversing the motor and closing
the APV.
APV-open condition
— Engine speed: Approx. 6,250 rpm or more
— ECT: Approx. 20°C {68°F} or more
• The APV motor has a built-in APV position sensor that monitors the APV position.
• The duty ratio and the operation time when the APV 100 %
APV valve is open are as shown in the figure. MOTOR
• When the opening conditions are not met, the DUTY RATIO 12 %
APV sends a reverse duty signal while the APV
ABOVE
opens. APV 1.5 V
POSITION
SENSOR
OPEN
APV
CLOSE
0.3 (s)
CHU0140S012
• The duty ratio and the operation time when the 100 %
APV closes are as shown in the figure. APV
MOTOR
DUTY RATIO 12 %
0%
ABOVE
APV
1.5 V
POSITION
SENSOR
OPEN
APV CLOSE
0.4 30 (s)
CHU0140S013
VDI solenoid valve

• At a VDI valve operation engine speed or more,
the VDI solenoid valve turns on and feeds intake
manifold vacuum to the actuator (valve opens). VDI VALVE OPERATION
ENGINE SPEED
VDI valve operation engine speed
• 13B-MSP (Standard Power): Approx. 5,800
rpm or more OFF
VDI SOLENOID
• 13B-MSP (High Power): Approx. 7,300 rpm VALVE ON
or more OPEN
VDI VALVE
End Of Sie CLOSE
CHU0140S014
01–40–16
CONTROL SYSTEM
FUEL INJECTION CONTROL OUTLINE
CHU014000140S18
• The fuel injection control includes the following:
— synchronized injection control, which performs fuel injection at the rotor intake stroke according to
designated timing.
— non-synchronized injection control, which performs fuel injection only when fuel injection conditions are met
regardless of rotor intake stroke.
— Fuel cut control, which temporarily stops fuel injection.
• There are primary, secondary and primary 2 (13B-MSP (High Power)) fuel injectors, and the injection timing 01–40
and injection amount varies according to the engine speed range. Due to this, the optimum amount of fuel
injection is controlled at all ranges.
End Of Sie
01–40–17
CONTROL SYSTEM
FUEL INJECTION CONTROL BLOCK DIAGRAM
CHU014000140S19
• The PCM determines the engine operation conditions based on input signals and operates the injectors to
inject fuel with the optimum fuel injection timing and fuel injection time (fuel injection amount).
PCM
ECCENTRIC SHAFT POSITION CONTROL ITEM CALCULATED ITEM
CONTROL AT ENGINE START TIMING CONTROL

SENSOR
FUEL
INJECTION
ENGINE SPEED INJECTION
MAF SENSOR
TIMING
BASIC INJECTION TIME
AT ENGINE START
SSV SWITCH AT ENGINE START
ENGINE SPEED CORRECTION
INJECTION
THROTTLE OPENING ANGLE
INJECTION TIMING
IAT SENSOR VOLUME REDUCTION CORRECTION
VOLUME
BAROMETRIC PRESSURE
CORRECTION
SYNCHRONIZED INJECTION CONTROL
VOLUME REDUCTION
ECT SENSOR CORRECTION AT ENGINE START
INEFFECTIVE INJECTION TIME
FAST IDLE CORRECTION
INJECTION TIMING CONTROL AFTER ENGINE START
TP SENSOR WARM-UP VOLUME INCREASE
EFFECTIVE INJECTION PULSE WIDTH

CORRECTION COEFFICIENT
AMOUNT OF CORRECTION
ENGINE DEMAND FUEL VOLUME

VOLUME INCREASE CORRECTION
FINAL INJECTION PULSE WIDTH

COEFFICIENT AFTER ENGINE START
VOLUME INCREASE CORRECTION FUEL INJECTOR
BARO SENSOR AT HIGH TEMPERATURE ENGINE
RESTART
ACCELERATION CORRECTION
DECELERATION CORRECTION
PRIMARY 1
POWER VOLUME INCREASE
KS CORRECTION
AIR-FUEL RATIO LEARNING
CORRECTION
PURGE CORRECTION
SECONDARY
APP SENSOR
TRACTION VOLUME INCREASE
CORRECTION
AIR-FUEL RATIO FEEDBACK PRIMARY 2
A/C AMPLIFIER CORRECTION
BASE ENGINE
BATTERY POSITIVE VOLTAGE DEMAND FUEL RATIO
INJECTOR MAX/MIN INJECTION TIME
INEFFECTIVE INJECTION TIME
FRONT HO2S
FUEL CUT CONTROL NON-SYNCHRONIZED
INJECTION CONTROL
NON-SYNCHRONIZED INJECTION AT
ENGINE START
REAR HO2S
NON-SYNCHRONIZED INJECTION AT
VEHICLE SPEED SIGNAL ACCELERATION
(CAN SIGNAL)
NON-SYNCHRONIZED INJECTION TIME AT
FUEL CUT RECOVERY
IGNITION SWITCH
TRACTION CONTROL (DSC) FUEL CUT
FUEL CUT AT CONTINUOUS HIGH ENGINE SPEED
TCM (CAN SIGNAL) (ABOVE 200 KM/H {124.3 MPH})
FUEL CUT AT ABNORMAL ELECTRONIC
THROTTLE CONTROL
DSC HC/UM (CAN SIGNAL) FUEL CUT AT DECELERATION
CHU0140S016
End Of Sie
01–40–18
CONTROL SYSTEM
FUEL INJECTION CONTROL OPERATION
CHU014000140S20
Fuel Injection Timing
• The PCM calculates the optimum fuel injection timing according to the engine operation conditions and
operates the injectors.
• The fuel injection timing is controlled at engine start and after engine start.
• At engine start (engine speed is within 500 rpm), fuel injection timing control at engine start is performed and
after determining that the engine has started (engine speed is 500 rpm or more), injection timing control after
engine start is performed. 01–40
Fuel injection timing at engine start
— The injection timing at engine start operates for a period until engine start has been determined and injects
at BTDC 455°CA (crank angle position).
Fuel injection timing after engine start
— The injection start position of the fuel injection timing after engine start is determined by the injection end
position and the final injection pulse width (injection time).
— The injection start position is calculated by: (Injection start position = BTDC 275°CA + Injection end position
+ Final injection pulse width).
STANDARD
ECCENTRIC SHAFT (BTDC) POSITION
POSITION 635°CA 455°CA 365°CA 275°CA
SENSOR
SIGNAL
FINAL INJECTION
PULSE WIDTH ENGINE
SPEED TABLE
INJECTOR OFF
OPERATION
SIGNAL ON
INJECTOR START POSITION INJECTOR END POSITION

CHU0140S018
— The injection end position is determined by the engine speed. (The higher the engine speed the lower the
fuel injection timing.)
Engine speed table
FAST
INJECTION
POSITION
END
SLOW
LOW ENGINE SPEED HIGH
CHU0140S017
01–40–19
CONTROL SYSTEM
Air/fuel Ratio Control
• Controls the fuel injection amount so that the actual air/fuel ratio is close to the target air/fuel ratio, to boost
purification of the catalytic converter.
• air/fuel ratio feedback and target air/fuel ratio feedback are adopted for precise control of the air/fuel ratio.
• The air/fuel ratio feedback compares the air/fuel ratio in the exhaust manifold detected by the front HO2S and
the target air/fuel, and feeds back the air/fuel ratio difference to the final fuel pulse width (fuel injection amount).
• The target air/fuel ratio feedback compares the air/fuel ratio in the catalytic converter detected by the rear
HO2S with the target air/fuel ratio and feeds back the air/fuel ratio difference to the stoichiometric air/fuel ratio
(λ = 1). Due to this, the optimum target air/fuel ratio is determined.
• Repeats feedback to the target air/fuel ratio and final fuel pulse width (fuel injection amount), and by constantly
calculating the optimum target air/fuel ratio and final fuel pulse width, purification of the catalytic converter at a
high level has been achieved.
PCM
TARGET AIR-FUEL RATIO

STOICHIOMETRIC AIR/ CORRE- FINAL FUEL PULSE WIDTH
FUEL RATIO (λ=1) CTION (FUEL INJECTION AMOUNT)
COMPARING AIR/FUEL
TARGET AIR/ COMPARING
RATIO
FUEL RATIO
FEEDBACK
FEEDBACK ACTUAL
ACTUAL
AIR/FUEL RATIO AIR/FUEL RATIO
FUEL INJECTOR
REAR HO2S FRONT HO2S
CATALYTIC CONVERTER ENGINE
λ (lambda) = (actual air/fuel ratio) / (stoichiometric air/fuel ratio)
CHU0140S082
01–40–20
CONTROL SYSTEM
Fuel Injection Distribution Control
• There are primary 1, secondary and primary 2 (13B-MSP (High Power)) injectors, and they independently
control fuel injection amount and timing according to the amount of fuel demand from the engine.
• The amount of fuel demand from the engine is determined by each correction of the charging efficiency and
injection time after engine start.
• When the amount of fuel demand from the engine
is low, only the primary 1 injectors inject fuel.
When the amount of fuel demand from the engine 01–40
LARGE
increases, fuel injection in the order of secondary SECONDARY INJECTOR
injector and primary 2 injector (13B-MSP (High
Power)) begin injection.
EFFECTIVE
INJECTION
PRIMARY1 INJECTOR
PULSE
PRIMARY2 INJECTOR
SMALL
LOW ENGINE DEMAND HIGH
FUEL VOLUME
CHU0140S019
Synchronized Injection Control

• The synchronized injection control performs fuel injection according to each timing that has been determined
by the intake stroke of the rotors.
• The synchronized injection control includes fuel injection control at engine start and fuel injection control after
engine start. Synchronized injection control performs fuel injection based on injection time (final injection pulse
width) and fuel injection timing demanded by each rotor.
Injection time at start

• Calculated by adding the engine speed correction to the basic injection time at engine start, the throttle valve
opening angle correction, the BARO correction, and the volume decrease correction at engine start, and then
the final injection pulse width is calculated by adding the ineffective injection time to the injection time at engine
start.
• Basic injection time at engine start is determined based on ECT and shortens as the ECT increases.
• Ineffective injection time is determined according to battery voltage and lengthens as battery voltage becomes
lower.
Correction Condition Amount of Correction
Engine speed correction Determines correction amount based on • Correction amount lengthens as the engine
engine speed. speed increases.
Throttle valve opening angle Determines correction amount based on • Correction amount shortens as the throttle
correction throttle valve opening angle. valve opening angle increases.
BARO correction Determines correction amount based on BARO • Correction amount lengthens (time) as the
sensor. BARO increases.
Volume decrease correction Determines correction amount based on ECT • After starter is on for approx. 1 s and any
at engine start and engine speed at engine start. one of the following conditions are met,
injection time gradually decreases:
— ECT at fixed value or more
— Engine speed at target engine speed or
more
— Approx. 5 s of cranking time elapsed
Injection time after engine start

• The injection time after engine start is calculated from the charging efficiency, ineffective injection time and
each type of correction.
Charging efficiency
— The charging efficiency is the ratio of intake air amount that is actually taken in relation to the maximum air
charging amount (mass) of the operation chamber. This value becomes larger in proportion to the increase
in engine load.
01–40–21
CONTROL SYSTEM
Ineffective injection time
— Ineffective injection time at engine start is determined according to the battery voltage and lengthens as the
battery voltage becomes lower.
Each type of correction
— Includes the following corrections:
Fast idle correction
• Determines the correction amount when the secondary air injection system operates to rapidly heat the
catalytic converter. The correction amount is determined by estimating the air amount that is sent from
the secondary air injection pump based on the BARO, battery positive voltage, IAT, charging efficiency
and the engine speed, and by calculating the target air/fuel ratio.
Warm-up volume increase correction coefficient
• At cold-engine start, warm-up is accelerated by advanced vaporization and atomization. The warm-up
volume increase correction coefficient is determined by the ECT, water temperature at engine start,
charging efficiency, and the engine speed.
Volume increase correction coefficient after start coefficient
• The volume increase correction coefficient after engine start coefficient is determined by the ECT and
IAT at engine start, the time elapsed, and fuel-cut conditions after engine start.
High temperature volume increase correction at engine restart
• At high temperature engine restart, increased fuel volume correction is performed to prevent
fluctuations in idle speed based on the occurrence of vapor in the fuel pipe. The correction amount is
determined by the IAT and the ECT.
Acceleration correction
• Improves engine response during acceleration. The correction amount is determined by the rate of
charging efficiency increase, throttle valve opening angle, engine speed, volume increase after engine
start, time after engine start, and the ECT.
Deceleration correction
• Stops afterburn within the ranges fuel cut does not operate during deceleration. The correction amount
is determined by the rate of charging efficiency decrease, throttle valve opening angle, engine speed,
volume increase after engine start, time after engine start, and the ECT.
Power increase correction
• Volume increase correction is performed to improve output during high load and to inhibit overheating
of the catalytic converter. The correction amount is determined by the throttle opening angle, charging
efficiency, engine speed, volume increase after engine start, ECT, gear position (MT: determined by
engine speed and vehicle speed, AT: determined by signal from the TCM), and BARO.
Fuel learning correction
• Learns the difference between the target air/fuel ratio and the actual air/fuel ratio (front HO2S).
Purge correction
• Performs volume decrease correction of the fuel amount for the portion of evaporative fuel inflowing
from the charcoal canister. The correction amount is determined by calculating the fuel amount
inflowing from the charcoal canister caused by the amount of change in air/fuel ratio feedback during
activation of the evaporative purge control.
Traction volume increase correction
• Ignition timing is retarded by the torque down request signal from the DSC HU/CM and TCM. The
volume increase correction is performed to prevent the increase of combustion temperature due to the
ignition timing retard, which causes the combustion temperature to increase resulting in overheating of
the catalytic converter.
Fuel feedback correction
• Detects the air/fuel ratio in the exhaust manifold at the front HO2S and feeds back to the final injection
pulse width (final fuel injection amount).
• Fuel feedback begins when all of the following conditions are met:
ECT is 40°C {104°F} or more.
After the engine has started and 3—100 s have elapsed (time period after engine-start lengthens as
ECT becomes lower).
-Power volume increase correction
-During fuel cut recovery, non synchronized injection control stops.
-Traction correction retard stops.
-Fast idle correction stops.
-Charging efficiency is 78% or less or engine speed is 1,100 rpm or less.
-During activation of front HO2S.
01–40–22
CONTROL SYSTEM
Non-synchronized Injection Control
• The non-synchronized injection control allows fuel injection when fuel injection conditions are met, regardless
of the position of the eccentric shaft.
• The non-synchronized injection control includes non-synchronized injection control at engine start,
acceleration, idle, and fuel cut recovery.
Control name Purpose Injection condition
Non-synchronized injection Improves engine startability. • Performs non-synchronized fuel injection at
control at engine start engine start until determining the engine 01–40
has been started (engine speed 500 rpm or
more).
• Injection pulse width at engine start is
calculated by adding the injection amount
at engine start calculated from the following
signals to the ineffective injection time:
— ECT
— Engine speed
— Throttle valve opening angle
— BARO
Non-synchronized injection Prevents acceleration hesitation and lean air/ • Performs non-synchronized fuel injection
control at acceleration fuel ratio due to delay of fuel injection during when the amount of throttle valve change is
sudden acceleration. at the fixed value or more for both rotors
simultaneously.
• Injection pulse width is calculated from the
following signals:
— Charging efficiency
— Throttle valve opening angle
— Engine speed
— ECT
Non-synchronized injection Prevents engine hesitation and lean air/fuel • Performs non-synchronized fuel injection
control at fuel cut recovery ratio due to the delay of fuel injection during during fuel cut recovery.
fuel cut recovery. • Injection time is determined by ECT.
Fuel Cut Control

• The fuel cut control stops fuel injection when the fuel cut conditions are met.
• The fuel cut control includes traction fuel cut control, continuous fuel cut control during high engine speed, fuel
cut control during drive-by-wire abnormality, fuel cut control during deceleration and dechoke control.
Control name Purpose Fuel cut condition
Traction fuel cut control Lowers engine torque based on the torque Performs fuel cut based on torque down
down request from DSC HU/CM and TCM. request from DSC HU/CM and TCM.
Continuous speed fuel cut Prevents overheating of the catalytic converter. Performs fuel cut during continuous high
control during high engine engine speed while vehicle is stopped.
speed
Fuel cut control during When there is a malfunction in the drive-by- When there is an abnormality in the drive-by-
drive-by-wire abnormality wire, fuel cut is activated and excess increase wire (when related DTCs are stored in PCM),
in engine speed is prevented. performs fuel cut only on the front rotor.
Fuel cut control during Prevents overheating of the catalytic converter Performs fuel cut on one rotor when the throttle
deceleration due to misfire for improved fuel economy. valve is open during deceleration. Performs
Performs fuel cut on one rotor for reduced fuel cut on both front and rear rotors when
deceleration shock. throttle valve is fully closed.
Dechoke control Scavenges operation chambers to improve Performs dechoke control when the throttle
engine startability if the spark plugs are valve opening angle is 50° or more.
smoldered.
End Of Sie
FUEL PUMP CONTROL OUTLINE
CHU014000140S21
• When the eccentric shaft position sensor signal is input to the PCM, the fuel pump relay turns on and the fuel
pump operates.
• When input from the eccentric shaft position sensor signal stops, the fuel pump relay turns off and the fuel
pump turns off.
• For improved startability when the ignition switch is turned from off to on, the fuel pump is operated for several
seconds. Due to this, fuel pressure increases rapidly for improved startability.
End Of Sie
01–40–23
CONTROL SYSTEM
FUEL PUMP CONTROL BLOCK DIAGRAM
CHU014000140S22
• The PCM determines the engine starting condition based on each input signal and controls the fuel pump relay
on/off.
PCM
IGNITION SWITCH
FUEL PUMP RELAY
ECCENTRIC SHAFT
POSITION SENSOR
CHU0140S020
End Of Sie
FUEL PUMP CONTROL OPERATION
CHU014000140S23
Operation condition
• When the ignition switch is turned from off to on, the fuel pump relay turns on for approx. 1 s.
Note
• When the ignition switch is turned from off to on, the operation sound of the fuel pump unit can be heard,
but this does not indicate an abnormality.
• During cranking (ignition switch: START), the fuel pump relay turns on for approx. 1 s.
• After the engine starts (ignition switch: ON), the fuel pump relay turns on repeatedly each time an input signal
from the eccentric shaft position sensor is input. Due to this, the fuel pump relay remains on.
• When the engine stalls (ignition switch: ON) and the input signal from the eccentric shaft position sensor stops,
the fuel pump relay turns on for approx. 2 s, and then turns off.
End Of Sie
FUEL PUMP SPEED CONTROL OUTLINE
CHU014000140S24
• The fuel pump speed control turns the fuel pump speed control relay on/off according to the required fuel
amount, switching between two fuel pump speed levels.
• Excess load on the fuel pump is reduced by control of the fuel pump speed. Due to this, reliability has been
improved as well as an assured delivery of the optimum fuel amount according to the engine conditions.
End Of Sie
01–40–24
CONTROL SYSTEM
FUEL PUMP SPEED CONTROL BLOCK DIAGRAM
CHU014000140S25
• The PCM compares the fuel injection amount with the required fuel amount based on input signals and controls
the fuel pump speed control relay on/off.
PCM
SSV SWITCH
01–40
ECT SENSOR
IAT SENSOR
TP SENSOR
MAF SENSOR
FUEL PUMP SPEED

CONTROL RELAY
FRONT HO2S
REAR HO2S
BARO SENSOR

SENSOR
BATTERY
CHU0140S021
End Of Sie
01–40–25
CONTROL SYSTEM
FUEL PUMP SPEED CONTROL OPERATION
CHU014000140S26
• Controls the fuel pump speed control relay according to the fuel amount required by the engine.
• The required fuel amount is determined by the engine speed, battery positive voltage and the ECT.
• When the required fuel amount exceeds the fixed amount, the PCM turns the fuel pump speed control relay on.
• The circuit driving the fuel pump switches by the fuel pump speed control relay turning on or off.
When Fuel Pump Speed Control Relay Off
— Electric current flows from the fuel pump relay to the fuel pump through the fuel pump resistor. Excess load
on the fuel pump is reduced because voltage to the fuel pump is reduced by the fuel pump resistor.
When Fuel Pump Speed Control Relay On
— Electric current flows from the fuel pump relay to the fuel pump through the fuel pump speed control relay.
Voltage to the fuel pump flows from the battery because the voltage does not flow through the fuel pump
resistor. Due to this, the fuel delivery amount increases by the increase of fuel pump drive force.
MAIN RELAY B+ MAIN RELAY
FUEL PUMP FUEL PUMP SPEED

RELAY CONTROL RELAY
TO PCM
FUEL PUMP
TO PCM CHECK
RESISTOR
CONNECTOR
FUEL PUMP UNIT CONDENSER
CHU0140S083
Operation Conditions
During cranking
• During cranking, the fuel pump turns on for improved startability.
At low engine speed
• As less fuel is required, the fuel pump speed control relay is turned off.
At high engine speed
• At high engine speed, the fuel pump speed control relay turns on because the required fuel amount increases.
End Of Sie
ELECTRIC SPARK ADVANCE CONTROL OUTLINE
CHU014000140S27
• Controls optimum ignition timing according to engine operation conditions.
• The PCM determines the engine conditions based on the input signal from the sensors and calculates the
optimum ignition timing.
• Independent ignition coils are available for each spark plug.
End Of Sie
01–40–26
CONTROL SYSTEM
ELECTRIC SPARK ADVANCE CONTROL BLOCK DIAGRAM
CHU014000140S28
• The PCM calculates the optimum ignition timing based on the engine conditions and sends an ignition signal to
the ignition coils.
PCM
NEUTRAL SWITCH
01–40
CPP SWITCH
ECT SENSOR
IAT SENSOR
TP SENSOR
IGNITION COIL (T/F)

APP SENSOR
IGNITION COIL (L/F)

MAF SENSOR
IGNITION COIL (T/R)

KS
IGNITION COIL (L/R)

SENSOR

(CAN SIGNAL)
TCM (CAN SIGNAL)
DSC HU/CM (CAN SIGNAL)
A/C AMPLIFIER
CHU0140S022
End Of Sie
01–40–27
CONTROL SYSTEM
ELECTRIC SPARK ADVANCE CONTROL OPERATION
CHU014000140S29
Ignition Method
• The PCM controls fixed ignition and regular ignition according to the engine operation conditions.
Ignition Method Ignition timing
Fixed ignition Ignition fixed at BTDC 5°
Regular ignition Appropriate ignition for engine operation conditions based on input signals.
COMBUSTION EXHAUST
FRONT ROTOR INTAKE COMPRESSION
EXHAUST INTAKE
COMPRESSION COMBUSTION
REAR ROTOR INTAKE COMPRESSION
COMBUSTION EXHAUST
ECCENTRIC
SHAFT POSITION
SENSOR SIGNAL
BTDC 5° BTDC 5°
CHU0140S023
Determination of Ignition Timing

Control Zone Divisions
• The PCM divides the full range of ignition control into control zones and determines the ignition timing from
each control zone according to engine speed and throttle valve opening angle to perform optimum ignition
control at the full range of engine operating conditions.
OPEN
START ZONE
THROTTLE REGULAR ZONE

VALVE
POSITION
REGULAR
IGNITION
IDLE ZONE
FIXED
IGNITION
CLOSE
LOW ENGINE SPEED HIGH
CHU0140S024
Ignition
Zone Condition Ignition timing
Method
Fixed • Engine speed 500 rpm or less Fixed ignition
Start zone
ignition • When MAF sensor has a malfunction.
Determined by addition of each type of
Idle zone When the AP is fully closed (during idle).
Regular correction to the basic spark advance.
ignition During engine operation other than start zone Determined by addition of each type of
Regular zone
and idle zone correction to the basic spark advance.
Fixed Ignition
• At engine start, fixed ignition is performed at BTDC 5° until the engine speed reaches 500 rpm or more, due to
ignition timing control difficulty from changes such as low battery positive voltage from start operation and
fluctuations in engine speed.
Regular Ignition
• The PCM determines the optimum final ignition timing, adding each type of spark advance correction to the
base spark advance, ECT spark advance correction, and the IAT spark advance correction.
Basic spark advance

• The basic spark advance becomes the basis for the ignition timing control.
• The basic spark advance amount is determined by the engine speed, charging efficiency and the ECT.
01–40–28
CONTROL SYSTEM
ECT spark advance correction
• Corrects other than during idling.
• Stabilizes combustion by correction of ignition timing in consideration of friction loss when the engine is at a low
temperature.
• The correction amount is determined by the ECT and charging efficiency, and increases as the ECT
decreases.
IAT spark advance correction 01–40

• Corrects ignition timing according to the IAT.
• The correction amount is determined by the IAT, idling condition and charging efficiency, and increases as the
IAT decreases.
Types of spark advance correction

• Spark advance correction is as follows:
Knock feedback correction
• When knocking is detected, ignition timing is retarded, stabilizing the combustion condition.
Idling stabilization correction
• Correction stabilizes engine speed during idling. The correction amount is determined by the actual engine
speed and the average engine speed.
Fast idle correction
• At cold-engine start, the correction is performed to accelerate secondary air response (reburn), decrease
unburnt gas, and rapidly activate the catalytic converter.
Low temperature correction
• Performs spark advance correction of ignition timing to stabilize combustion during low temperature. Low
temperature correction performs advance of ignition timing when ECT is less than 90°C {194°F} and the AP
is depressed, and is determined by ECT, charging efficiency and engine speed.
Acceleration correction
• Performs retard correction of ignition timing to prevent knocking at acceleration from a standstill. Correction
amount is determined by the amount of throttle valve change, the charging efficiency and the ECT.
Fuel cut recovery correction
• Performs retard correction of ignition timing during recovery from deceleration fuel cut to prevent shock
during fuel cut recovery. Correction amount is determined by idling condition, A/C condition and engine
speed.
Surging correction
• Performs spark retard correction due to acceleration vibration to stabilize acceleration. Correction amount
is determined by the engine speed and the amount of engine speed change.
Acceleration shock correction
• Gradually restores ignition timing after it is retarded for a fixed period of time to inhibit shock during
acceleration.
A/C off correction
• The retard correction is performed to prevent engine speed fluctuation due to load decrease when the A/C
switch is off. The correction amount is determined by the engine speed and the charging efficiency, and
decreases as the engine speed and the charging efficiency are high.
Traction correction
• The spark timing is retarded following a torque down request from the DSC HU/CM and TCM, reducing
engine torque.
End Of Sie
SECONDARY AIR INJECTION (AIR) CONTROL OUTLINE
CHU014000140S30
• The AIR control activates the catalytic converter rapidly at cold-engine start.
• The PCM controls the AIR pump relay and the AIR solenoid valve.
• After the catalytic converter reaches the activation temperature, AIR control stops.
• For the construction and operation of the AIR system, refer to the emission system and AIR system. (See 01–
16–3 SECONDARY AIR INJECTION (AIR) SYSTEM OUTLINE.)
End Of Sie
01–40–29
CONTROL SYSTEM
SECONDARY AIR INJECTION (AIR) CONTROL BLOCK DIAGRAM
CHU014000140S31
• The PCM determines the engine conditions based on input signals and sends an operation signal to the AIR
solenoid valve and the AIR pump relay.
PCM
ECT SENSOR AIR SOLENOID VALVE
IAT SENSOR AIR PUMP RELAY
CHU0140S025
End Of Sie
SECONDARY AIR INJECTION (AIR) CONTROL OPERATION
CHU014000140S32
Outline
• The AIR relay supplies power to the AIR pump and drives the pump.
• The AIR solenoid valve opens and closes the valve switching to feed intake manifold vacuum and barometric
pressure which is fed to the actuator in the AIR control valve.
• At cold-engine start, the AIR solenoid valve switches for vacuum feed, and opens the AIR control valve. The
AIR pump relay also turns on, driving the AIR pump and sending air to the exhaust port through the AIR control
valve. As a result, the unburnt gas in the air and exhaust gas are mixed and it recombusts to activate the
catalytic converter rapidly.
Operation
• At cold-engine start and when the catalytic converter temperature is low, the AIR pump relay turns on to drive
the AIR pump. When the AIR pump relay turns on, an on signal is also sent to the AIR solenoid valve
simultaneously.
• The ignition timing, the fuel injection amount and the throttle valve opening angle are controlled intentionally so
that the air mixes with the exhaust gas easily, and the secondary air amount corresponding to the unburnt gas
amount is discharged for rapid and complete reburn.
End Of Sie
EVAPORATIVE PURGE CONTROL OUTLINE
CHU014000140S33
• The purge solenoid valve operates according to the engine operation conditions, controlling the optimum air/
fuel ratio while feeding evaporative gas to the intake air passage and inhibiting its atmospheric release.
End Of Sie
EVAPORATIVE PURGE CONTROL BLOCK DIAGRAM
CHU014000140S34
• The PCM determines the engine conditions based on input signals and sends an operation signal (duty signal)
to the purge solenoid valve.
PCM
ECT SENSOR
IAT SENSOR
BARO SENSOR
ECCENTRIC SHAFT
POSITION SENSOR
CHU0140S026
End Of Sie
01–40–30
CONTROL SYSTEM
EVAPORATIVE PURGE CONTROL OPERATION
CHU014000140S35
Evaporative Purge Control Execution Condition
• When the following conditions are met, the evaporative purge control sends a duty signal to the purge solenoid
valve.
— During fuel injection control feedback
— Fuel system and MAF sensor are normal
— Approx. 30 s have elapsed since engine start
— ECT is 60°C {140°F} or more 01–40
Determination of Purge Solenoid Valve Energization Period

• The duty ratio of the duty signal (ratio of on time per 1 cycle) is calculated based on the amount of purge flow
and the differential pressures of the injectors. The amount of purge flow is determined by the estimated intake
air passage pressure and barometric pressure calculated by the engine speed and charging efficiency. The
differential pressure of the injectors is determined by the BARO and the estimated intake air passage pressure.
End Of Sie
METERING OIL PUMP CONTROL OUTLINE
CHU014000140S36
• Controls the amount of plunger stroke which determines the amount of oil delivery through the stepping motor
according to the engine operation conditions.
• The plunger opens and closes by the stepping motor in the metering oil pump.
• The PCM determines the target step number of the stepping motor from input signals for engine speed,
charging efficiency and ECT, and sends an operation signal to the stepping motor. For the construction and
operation of the metering oil pump, refer to metering oil pump construction/operation. (See 01–11–5
METERING OIL PUMP CONSTRUCTION/OPERATION.)
• The metering oil pump control includes the energization off function, the initial-set function, the normal drive
function, the ignition switch off function, the monitor function, and the fail-safe function.
Function List
Function Purpose
Energization off function Stops control at engine off, lowering the battery current consumption.
Initial-set function Detects the 0-step position and sets to the reference position for regular drive.
Regular drive function Control to calculated target step based on engine operation conditions.
Ignition switch off function Shortens operation time of initial-set function.
Monitor function Verifies that the target step and the actual step correspond.
Fail-safe function Controls engine output to protect the engine if a malfunction in the metering oil
pump system occurs.
End Of Sie
01–40–31
CONTROL SYSTEM
METERING OIL PUMP CONTROL BLOCK DIAGRAM
CHU014000140S37
• The PCM calculates the optimum amount of oil delivery (stepping motor step number) by determining the
engine operation conditions based on each input signal, and sends an operation signal to the stepping motor
(inside the metering oil pump).
PCM
ECT SENSOR
IAT SENSOR
BARO SENSOR
STEPPING MOTOR
(IN METERING OIL PUMP)
SENSOR
IGNITION SWITCH
CHU0140S027
End Of Sie
METERING OIL PUMP CONTROL OPERATION
CHU014000140S38
Outline
• The PCM changes the amount of stroke of the plunger by controlling the amount of stepping motor rotation
(step number), adjusting the amount of oil delivery.
• The stepping motor operates by the combination of coils No.1—No.4, according to the stepping motor step
number.
Example of energization condition for each coil and step number
On: Energization, Off: Non-energization
Step number 0 1 2 3 4 5 6 7 8 9 10 30 52
Coil No.1
On On Off Off On On Off Off On On Off Off On
(PCM terminal 2W)
Coil No.2
Off On On Off Off On On Off Off On On On Off
(PCM terminal 2AB)
Coil No.3
Off Off On On Off Off On On Off Off On On Off
(PCM terminal 2V)
Coil No.4
On Off Off On On Off Off On On Off Off Off On
(PCM terminal 2Y)
• The energization condition of stepping motor coils No.1—No.4 can be verified by verifying the step number
based on the WDS data monitor function PID (MOP POS).
Energization Off Function

• When the ignition switch is turned to the ON position and the engine is stopped, current flow to stepping motor
coils No.1—No.4 is stopped, saving on battery consumption.
01–40–32
CONTROL SYSTEM
Initial-set Function
• Reverses the stepping motor 60 steps at engine start, and detects the 0-step position.
• The 0-step position becomes the reference for the
regular drive function.
ENGINE SPEED
APPROX.
500 RPM INITIAL-SET REGULAR DRIVE
FUNCTION FUNCTION
01–40
STEPPING
MOTOR
STEP 0
CHU0140S028
Monitor Function
• When the following conditions are met and after the initial-set function is completed, the monitor function
activates.
— Ignition switch at ON for 12th time.
— When the battery terminals are connected.
• The PCM monitors the stepping motor position when the position switch is on. The monitor method is as
follows:
— The stepping motor is rotated 60 steps clockwise from the 0-step position after the initial-set function, the
step number is counted until the position switch turns on.
• The position switch is on above step 52. However, if the on position for the position switch is not detected
above step 52, a malfunction of the stepping motor is determined and the fail-safe function is activated.
APPROX.
ENGINE SPEED 500 RPM
INITIAL-SET
FUNCTION LEARNING FUNCTION REGULAR DRIVE FUNCTION
ABOVE STEP 52
STEPPING
MOTOR
STEP 0
METERING OIL
PUMP POSITION OFF
SWITCH
ON
CHU0140S029
Fail-safe Function
• When the stepping motor is determined to be malfunctioning by the monitor function, the fail-safe function is
activated.
• The fail-safe function controls fuel injection time, ignition timing, the target step for the stepping motor as
indicated in the table below, and controls engine output to protect the engine. Due to this, burning of engine
seals is prevented.
• Ineffective injection time is determined according to battery voltage and lengthens as battery voltage becomes
lower.
01–40–33
CONTROL SYSTEM
Fail-safe for each control
Control Fail-safe
At engine start Regular control
When the throttle
Fuel injection control (pulse width at last
opening angle exceeds 4.50 ms + ineffective injection time
injection)
13%.
Other 2.65 ms + ineffective injection time
Leading side
Ignition timing control (ignition timing) Fixed at 4.88°CA
Trailing side
Metering oil pump control
Stepping motor fixed at step 7
(Step number)
Regular Drive Function

• The PCM always calculates the optimum target step number according to the engine operation conditions, and
controls the stepping motor step number so that it is close to the actual step number in reference to the target.
• If the actual step number is less than the target
step number, the amount of stroke of the plunger
is increased by increasing the stepping motor
STEP NUMBER
step number, which increases the amount of oil
delivered. If the actual step number is larger than
the target step number, the stepping motor step
number is lowered, the amount of stroke of the
plunger is reduced, and the amount of oil delivery
is reduced. (See 01–11–5 METERING OIL PUMP
CONSTRUCTION/OPERATION.) TARGET STEP NUMBER
ACTUAL STEP NUMBER
CHU0140S030
Ignition Switch Off Function

• After the ignition switch is turned off, the PCM sets the target step to step 0 and when the actual step reaches
0, control of the metering oil pump ends.
• After the ignition switch is turned off, a main relay ON request is output and the ignition switch off function
operates. (See 01–40–10 MAIN RELAY CONTROL OPERATION.)
End Of Sie
HEATED OXYGEN SENSOR (HO2S) HEATER CONTROL OUTLINE
CHU014000140S39
• Stabilized oxygen concentrations, even when the exhaust gas temperature is low, are detected by controlling
of the HO2S, enabling feedback control of the fuel injection control even during cold-engine starting, improving
emission performance when cold.
• When the exhaust gas temperature is high, the HO2S is protected from sharp rises in its temperature by
stopping energization to the O2S heater.
• Emission performance improvement and protection of the HO2S have both been achieved by the duty control
of the front and rear HO2S according to the engine operation conditions (exhaust gas temperature).
End Of Sie
01–40–34
CONTROL SYSTEM
HEATED OXYGEN SENSOR (HO2S) HEATER CONTROL BLOCK DIAGRAM
CHU014000140S40
• The PCM determines the engine conditions based on input signals and sends an operation signal to the front or
rear HO2S.
PCM
ECT SENSOR
01–40
IAT SENSOR
MAF SENSOR
FRONT HO2S HEATER

BARO SENSOR
REAR HO2S HEATER

ECCENTRIC SHAFT
POSITION SENSOR
BATTERY
IGNITION SWITCH
CHU0140S031
End Of Sie
HEATED OXYGEN SENSOR (HO2S) HEATER CONTROL OPERATION
CHU014000140S41
• The PCM operates the HO2S when the following conditions are met.
HO2S Activation condition Drive signal
• After engine start • The PCM outputs a duty signal.
• After the engine has started and a fixed period • The element temperature is measured by the
of time has elapsed (the elapsed time period impedance of the HO2S and a duty ratio is
after the engine starts is determined by ECT). determined.
Front • ECT is 5°C {41°F} or more.
• Battery positive voltage is 9 V or more and less
than 16 V.
• MAF sensor is normal (no DTC is stored in
PCM).
• Starter is off • The PCM outputs a duty signal. However the
• After engine start duty signal is either 100% or 0%.
• After the engine has started and a fixed period
of time has elapsed (the time period after the
engine starts lenghtens if the ECT falls below
Rear 0°C {32°F}.
• ECT is 10°C {50°F} or more.
• Battery positive voltage is 9 V or more and less
than 16 V.
• Charging efficiency is the fixed value or less, or
during fuel cut.
End Of Sie
A/C CUT-OFF CONTROL OUTLINE
CHU014000140S42
• The current application (energize/de-energize) to the A/C relay (magnetic clutch) is controlled according to the
engine operation conditions to prevent deterioration of engine performance, damage to the engine, and
deterioration of the A/C function.
End Of Sie
01–40–35
CONTROL SYSTEM
A/C CUT-OFF CONTROL BLOCK DIAGRAM
CHU014000140S43
• The PCM determines the engine conditions based on signals from the various input parts and sends an on/off
control signal to the A/C relay.
PCM
ECT SENSOR
TP SENSOR
A/C RELAY
APP SENSOR

(CAN SIGNAL)
CHU0140S032
End Of Sie
A/C CUT-OFF CONTROL OPERATION
CHU014000140S44
Operation
• The A/C cut-off control includes the following: A/C cut-off at wide throttle valve opening angle and A/C cut-off at
standing start acceleration.
A/C Cut-off at Wide Throttle Valve Opening Angle

Operation condition
• When the throttle valve opening angle exceeds upper, A/C cut-off is activated for approx. 5 s to improve
acceleration performance.
• When the throttle valve opening angle is lower or less, A/C cut-off ends.
• When A/C cut-off at wide throttle valve opening angle ends within approx. 5 s and the throttle valve opening
angle exceeds upper again, A/C cut-off is inhibited to prevent deterioration of the A/C function.
THROTTLE VALVE
OPENING ANGLE
UPPER
LOWER
ON
A/C RELAY SIGNAL
OFF
ON
A/C CUT TIME
OFF
5s 5s 5s
A/C INHIBIT
CHU0140S033
A/C Cut-off at Standing Start Acceleration

• When accelerated from a standing start, A/C cut-off is activated.
01–40–36
CONTROL SYSTEM
A/C Cut-off at High ECT
• When the ECT exceeds 110 °C {230°F} during
the A/C operation, the A/C relay alternately turns
on and off approx. every 10 s to protect the A/C ON
engine and to prevent deterioration of the A/C SWITCH OFF
function.
End Of Sie 110 °C
ECT
{230 °F}
01–40
A/C ON
RELAY OFF
10 10 10 (SEC.)
CHU0140S078
ELECTRICAL FAN CONTROL OUTLINE

CHU014000140S45
• Cooling fan relays No.1, No.2, and No.3 turn on and off to control operation timing and rotation speed of the
cooling fan motor according to the engine conditions. Due to this, the radiator and condenser are cooled
efficiently, preventing overheating and overcooling.
• The electrical fan control includes the regular-driving cooling function and the after-cooling function.
• The regular-driving cooling function operates according to the engine conditions during the engine operation.
• The after-cooling function operates when the vehicle has stopped at high engine temperature (ignition switch
off).
• After the ignition switch is turned off, a main relay on request is sent to operate the after-cooling function. (See
01–40–10 MAIN RELAY CONTROL OPERATION.)
End Of Sie
ELECTRICAL FAN CONTROL BLOCK DIAGRAM
CHU014000140S46
• The PCM determines the engine conditions based on input signals and sends an on/off signal to cooling fan
relay No.1 or No.2/No.3.
PCM
ECT SENSOR
IAT SENSOR
IGNITION SWITCH
A/C AMPLIFIER (A/C SWITCH)

CHU0140S035
End Of Sie
ELECTRICAL FAN CONTROL OPERATION
CHU014000140S47
• When the operation conditions are met for each function, the PCM sends an operation signal to cooling fan
relay No.1 or No.2/No.3 to operate the cooling fan motors.
• The rotation speed of the cooling fan motor is switched between two levels according to a combination of the
cooling fan relays.
• When only cooling fan relay No.1 is on, the rotation speed is low and when in addition to No.1, No.2 and No.3
are on, rotation speed is high.
01–40–37
CONTROL SYSTEM
Cooling fan motor Cooling fan relay
Function Operation condition
No.1 No.2 No.1 No.2/No.3
ECT: Less than 97°C {206.6°F} Stop OFF OFF
ECT: 97°C {206.6°F} or more Low speed rotation ON OFF
• When all the following conditions are met:
— ECT: 97°C {206.6°F} or more Low speed rotation ON OFF
— During fuel cut at deceleration
Regular-
driving A/C amplifier (A/C switch): ON Low speed rotation ON OFF
cooling ECT: 101°C {213.8°F} or more High speed rotation ON
— ECT: 101°C {213.8°F} or less
— A/C amplifier (A/C switch): ON High speed rotation ON
— Refrigerant pressure switch (medium-
pressure switch): ON
— Drive-by-wire relay: OFF
High speed rotation ON
— Metering oil pump: Other than during
ignition switch off mode
— Engine compartment temperature high.
After-cooling
— Drive-by-wire relay: OFF
High speed rotation ON
— Metering oil pump: Other than during
ignition switch off mode
— ECT: 110°C {230°F} or more
During test mode (during test mode with WDS)
Forced drive High speed rotation ON
when the AP is depressed.
Fail safe When a failure occurs in the ECT sensor. High speed rotation ON
B+ B+
MAIN RELAY
COOLING COOLING COOLING

FAN RELAY FAN RELAY FAN RELAY
NO.1 NO.2 NO.3
COOLING COOLING
FAN MOTOR FAN MOTOR
NO.1 NO.2
TO PCM TO PCM
CHU0140S036
End Of Sie
GENERATOR CONTROL OUTLINE
CHU014000140S48
• Generator output is optimized according to the engine operation and electrical load conditions, ensuring idling
stability and anti-load performance.
End Of Sie
01–40–38
CONTROL SYSTEM
GENERATOR CONTROL BLOCK DIAGRAM
CHU014000140S49
• The PCM determines the engine operation and electrical load conditions based on input signals, and controls
energization time of the generator field coil.
PCM
GENERATOR
(TERMINAL P: STATOR COIL)
01–40
BATTERY POSITIVE VOLTAGE

SENSOR
ECT SENSOR
VEHICLE SPEED SIGNAL GENERATOR

(CAN SIGNAL) (TERMINAL D: FIELD COIL)
IAT SENSOR
BRAKE SWITCH NO.1

(CAN SIGNAL)
A/C AMPLIFIER (A/C SWITCH)
TCM (LOCK UP CONDITION)
CHU0140S037
End Of Sie
GENERATOR CONTROL OPERATION
CHU014000140S50
Determination of Field Coil Excitation Time
1 CYCLE
EXCITATION TIME
CHU0140S073
• The PCM increases or decreases the field coil excitation current by sending a duty signal to the power
transistor built into the generator.
• The PCM changes the duty ratio of the duty signal to change the energization time of the power transistor. As a
result, field coil excitation current is changed. For example, when the battery positive voltage drops, the duty
ratio of the duty signal sent to the power transistor is larger, increasing the field coil excitation current.
01–40–39
CONTROL SYSTEM
Control
• In order to maintain the optimum battery positive voltage, the PCM calculates the target generator current
(target output current) and target excitation current according to the generator rotation speed at that time.
• The generator rotation speed is calculated based on the ratio between the generator pulley and eccentric shaft
pulley, and the engine speed.
• The target output current is calculated from the difference obtained by comparison between present battery
positive voltage and target battery positive voltage (regulated voltage), calculated based on the IAT, engine
speed, and vehicle speed.
• When an electrical load is applied, power consumption increases and the battery positive voltage drops,
increasing the target engine speed at idling.
End Of Sie
CONTROLLER AREA NETWORK (CAN) OUTLINE
CHU014000140S51
• Used for communication with the EPS control module, TCM (AT), keyless control module, instrument cluster,
ABS HU/CM or DSC HU/CM and TPMS control module.
• By the adoption of the CAN, wiring between the PCM and other units has been simplified.
End Of Sie
CONTROLLER AREA NETWORK (CAN) SYSTEM WIRING DIAGRAM
CHU014000140S52
• The PCM performs communication of vehicle information with the EPS control module, TCM (AT), keyless
control module, instrument cluster, ABS HU/CM or DSC HU/CM, TPMS control module and DLC-2.
AT WITH DSC
EPS KEYLESS STEERING

CONTROL TCM CONTROL ANGLE
MODULE MODULE SENSOR
2M 2K 1V 1Y 3A 3B E F
4V 1J
INSTRUMENT
PCM
CLUSTER
4S 1L
O R E G F E
WITH ABS
TWISTED PAIR ABS HU/CM TPMS
CONTROL DLC-2
MODULE :CAN_H
H I :CAN_L
WITH DSC
DSC HU/CM
CHU0140S088
End Of Sie
CONTROLLER AREA NETWORK (CAN) OPERATION
CHU014000140S53
• The PCM communicates the following vehicle information with the EPS control module, TCM (AT), keyless
control module, steering angle sensor, instrument cluster, ABS HU/CM or DSC HU/CM, TPMS control module
via CAN line.
CAN Signal-Chart (Between PCM and other units)
OUT: Output (sends signal)
IN: Input (receives signal)
Multiplex module
ABS HU/
Signal EPS CM Keyless TPMS Steering
Instrument
PCM control TCM (AT) control control angle
DSC HU/ cluster
module module module sensor
CM
Immobilizer-related OUT – – – IN – – –
information IN – – – OUT – – –
– –
Engine speed OUT IN IN IN – IN
IN IN
OUT IN – – – IN – IN
Vehicle speed
IN – OUT – – – – –
Throttle valve opening –
OUT – IN – – – –
angle IN
01–40–40
CONTROL SYSTEM
Multiplex module
ABS HU/
Instrument
DSC HU/ cluster
CM
Engine coolant
OUT – IN – – – – IN
temperature
– 01–40
Engine torque OUT – IN – – – IN
IN
Torque reduction –
OUT – IN – IN – –
disable IN
Travelled distance OUT – – – – – – IN
Fuel injection amount OUT – – – – – – IN
Engine oil pressure OUT – – – – – – IN
Engine oil level OUT – – – – – – IN
Engine coolant level OUT – – – – – – IN
Fuel pump status OUT – – – – – – IN
OUT – – – – – – IN
MIL on request
IN – OUT – – – – –
Generator warning
OUT – – – – – – IN
light on request
Transmission/axle –
OUT – – – – – –
specifications IN
Tire size OUT – – IN – – – –
Cruise control main
indicator light on OUT – IN – – – – IN
request
Cruise control indicator
OUT – IN – – – – IN
light on request
Downshift request OUT – IN – – – – –
Idle speed increase
IN OUT OUT – – – – –
request
Ignition switch off time IN – – – OUT – – –
Target torque IN – OUT – – – – –
Torque upper limit IN – OUT – – – – –
Turbine shaft speed IN – OUT – – – – –
Target gear position/ –
IN – OUT – – – IN
selector lever position IN
Gear ratio IN – OUT – – – – –
ABS/
OUT
Brake EBD
system EBD/ IN IN IN – – – IN
status ABS/ OUT
DSC
–
Torque down request IN – OUT – – – –
OUT
Wheel speed (LF, RF,
IN – – OUT – – – –
LR, RR)
Wheel speed status
IN – – OUT – – – –
(LF, RF, LR, RR)
Fuel tank level IN – – – – – – OUT
End Of Sie
01–40–41
CONTROL SYSTEM
PCM FUNCTION
CHU014018880S01
Function List
• The control descriptions are as shown below.
Function Description
Main relay control Turns on the main relay according to requests from the controls, even when the ignition switch
is off.
Drive-by-wire control Controls the drive-by-wire actuator to obtain the optimum throttle valve opening angle
according to the engine operation conditions.
Drive-by-wire relay control Controls the drive-by-wire relay according to the ignition switch signal.
Sequential dynamic air intake Controls the VFAD solenoid valve (13B-MSP (High Power)), SSV solenoid valve, VDI solenoid
system (S-DAIS) control valve, and APV motor (13B-MSP (High Power)) according to the engine speed condition.
Fuel injection control Calculates the optimum fuel injection amount according to the engine conditions, and controls
injection time and injection timing of the injector.
Fuel pump control Controls the fuel pump relay according to the eccentric shaft position sensor signal.
Fuel pump speed control Controls fuel pump speed control relay according to the fuel amount required by the engine.
Ignition timing control Controls timing of the energization applied to the ignition coils according to the engine
conditions.
Secondary air injection Controls the secondary air injection solenoid valve and secondary air injection pump relay at
control startup with the cold engine.
Metering oil pump control Controls the stepping motor in the metering oil pump according to the engine conditions.
Evaporative purge control Controls the purge solenoid valve according to the driving condition.
Heated oxygen sensor heater Controls the heated oxygen sensor heater when cold.
control
A/C cut-off control Controls the A/C relay according to the driving condition.
Electrical fan control Controls the cooling fan relays No.1 and No.2/No.3 according to the engine conditions.
Generator control Controls the energization applied to the generator field coil according to the engine operation
and electrical load conditions.
Controller area network Communicates with the instrument cluster, ABS HU/CM or DSC HU/CM, EPS control module,
keyless control module, steering angle sensor TPMS control module and TCM via the CAN.
End Of Sie
01–40–42
CONTROL SYSTEM
PCM CONSTRUCTION/OPERATION
CHU014018880S02
• Located in front area of the engine compartment.
• 122-pin connector (13B-MSP (High Power)) or 105-pin connector (13B-MSP (Standard Power)) is used for the
PCM.
3P 3M 3J 3G 3D 3A 2AB 2Y 2V 2P 2M 2J 2G 2D 2A 1V 1S 1M 1J 1G 1D 1A
3Q 3N 3K 3H 3E 3B 2AC 2Z 2W 2T 2Q 2N 2K 2H 2E 2B 1W 1T 1Q 1N 1K 1H 1E 1B
01–40
3R 3O 3I 3F 3C 2AD 2AA 2X 2U 2R 2O 2I 2F 2C 1X 1U 1R 1O 1L 1F 1C
13B-MSP (HIGH POWER)
5AF 5AC 5Z 5U 5R 5O 5L 5D 5A 4X 4U 4P 4M 4J 4D 4A
5AG 5AD 5AA 5X 5V 5S 5P 5M 5J 5H 5E 5B 4Y 4V 4S 4Q 4N 4K 4H 4E 4B
5AH 5AE 5AB 5W 5T 5N 5K 5I 5F 5C 4Z 4W 4T 4O 4L 4I 4F 4C
CHU0140S079
• The fresh air induction duct has been installed to

cool the PCM. During regular driving, fresh air is PCM
induced by wind that blows against the vehicle as
it is running. When the PCM temperature is high
and the vehicle has stopped, the cooling fan DUCT
operates, inducing additional fresh air.
End Of Sie
BATTERY
CHU0140S040
NEUTRAL SWITCH FUNCTION (MT)

CHU014017640S01
• The neutral switch detects the neutral position of the gearshift lever.
End Of Sie
NEUTRAL SWITCH CONSTRUCTION/OPERATION (MT)
CHU014017640S02
• When the shift lever is in the neutral position, the contact closes (ON) and the PCM detects a voltage of 0 V.
When the shift lever is not in the neutral position, the contact opens (OFF) and the PCM detects a voltage of 12
V.
NEUTRAL SWITCH
PCM
OTHER THAN NEUTRAL
(OFF)
CPU
NEUTRAL
(ON)
NEUTRAL NO
(ON) LOAD
PUSH OFF
EXCEPT ABOVE LOAD
CHU0140S042
End Of Sie
01–40–43
CONTROL SYSTEM
CLUTCH PEDAL POSITION (CPP) SWITCH FUNCTION (MT)
CHU014018990S01
• This switch determines whether the engine is under a load condition (condition in which the engine output is
transmitted to the powertrain) or under a no-load condition (condition in which the engine output is not
transmitted to the powertrain).
• Detects the clutch engagement condition.
End Of Sie
CLUTCH PEDAL POSITION (CPP) SWITCH CONSTRUCTION/OPERATION (MT)
CHU014018660S01
• When the clutch pedal is depressed, the contact closes (ON) and the PCM detects a voltage of 0 V. When the
clutch pedal is not depressed, the contact opens (OFF) the PCM detects a voltage of 12 V.
PCM
CPP SWITCH
CLUTCH PEDAL NOT

DEPRESSED (OFF)
CPU
CLUTCH PEDAL
DEPRESSED (ON)
CLUTCH PEDAL
NO
DEPRESSED
LOAD
(ON)
PUSH OFF EXCEPT ABOVE LOAD
CHU0140S043
End Of Sie
SECONDARY SHUTTER VALVE (SSV) SWITCH FUNCTION
CHU014018990S02
• Detects whether the SSV is open or closed.
End Of Sie
01–40–44
CONTROL SYSTEM
SECONDARY SHUTTER VALVE (SSV) SWITCH CONSTRUCTION/OPERATION
CHU014018660S02
• The SSV switch is installed on the position close
to the SSV actuator.
• When the SSV is closed, the SSV switch contact
closes (ON) and the PCM detects a voltage of 0
V. When the SSV is open, the SSV switch contact
opens (OFF) and the PCM detects a voltage of 12
V. SSV SWITCH 01–40

CHU0140S044
SSV OPEN
(OFF) PCM
CPU
SSV CLOSED
(ON)
SSV OPEN 12 V
(OFF)
PUSH ON
SSV CLOSED 0V
(ON)
CHU0140S045
End Of Sie
AUXILIARY PORT VALVE (APV) POSITION SENSOR FUNCTION
CHU014018990S03
• The APV position sensor detects the APV fully-closed position to monitor the APV motor operation condition.
End Of Sie
AUXILIARY PORT VALVE (APV) POSITION SENSOR CONSTRUCTION/OPERATION
CHU014018660S03
• The APV position sensor is built into the APV motor.
• The Hall element, used for the sensor, detects the APV fully-closed position and sends a voltage signal to the
PCM.
• When the APV closes, the APV position sensor outputs a voltage of 1.5 V or more.
01–40–45
CONTROL SYSTEM
APV Position Sensor Voltage Characteristics
End Of Sie
APPROX.
2.0 V
APPROX.
1.5 V
VOLTAGE
APPROX.
0.7 V
FULL FULL
APV OPENING ANGLE
CLOSE OPEN
CHU0140S046
ENGINE COOLANT TEMPERATURE (ECT) SENSOR FUNCTION

CHU014018840S01
• Detects the ECT.
End Of Sie
ENGINE COOLANT TEMPERATURE (ECT) SENSOR CONSTRUCTION/OPERATION
CHU014018840S02
• Installed on the thermostat case.
• A thermistor type is used and the resistance
changes according to the ECT.
• As shown in the characteristics graph, when the
ECT is high, the resistance is small, and when the
ECT is low, the resistance is large.
ECT SENSOR

CHU0140S047
ECT Sensor Characteristics

10
RESISTANCE (KILOHM)
0
-20 0 20 40 60 80 100 120 (°C)
-4 32 68 104 140 176 212 248 (°F)
ENGINE COOLANT TEMPERATURE
CHU0140S048
01–40–46
CONTROL SYSTEM
System Diagram
End Of Sie PCM
ECT SENSOR
CPU
01–40
CHU0140S049
INTAKE AIR TEMPERATURE (IAT) SENSOR FUNCTION

CHU014018840S03
• Detects the IAT.
End Of Sie
INTAKE AIR TEMPERATURE (IAT) SENSOR CONSTRUCTION/OPERATION
CHU014018840S04
• Installed on the air hose.
MAF/IAT
SENSOR

CHU0140S050
• Built into the MAF sensor.

• A thermistor type is used and the resistance
changes according to the IAT. MAF/IAT
• As shown in the characteristics graph, when the SENSOR
IAT is high, the resistance is low, and when the
IAT is low, the resistance is high.

CHU0140S051
IAT Sensor Characteristics
PCM
IAT SENSOR
RESISTANCE (KILOHM)
10
CPU
5
0 -20 0 20 40 60 80 (˚C)
-4 32 68 104 140 176 (˚F)
INTAKE AIR TEMPERATURE
CHU0140S052
End Of Sie
THROTTLE POSITION (TP) SENSOR FUNCTION
CHU014018910S01
• Detects the throttle valve opening angle.
End Of Sie
01–40–47
CONTROL SYSTEM
THROTTLE POSITION (TP) SENSOR CONSTRUCTION/OPERATION
CHU014018910S02
• The sensor is built into the throttle body and
detects the throttle valve opening angle. VALVE BODY
• The Hall element design has been adopted for
the sensor. THROTTLE
• A non contact type sensor has been adopted to VALVE
improve durability.
• The TP sensor is composed of the main sensor
and sub sensor, and detects the throttle valve
opening angle with these two sensors (main and
sub). TP SENSOR
• Even if a malfunction occurs in either one of the
sensors, the detection is performed with a normal
CHU0140S053
sensor and drive-by-wire control is maintained.
• If both the MAIN and SUB sensors for the TP
sensor malfunction, signals necessary for the drive-by-wire control are not input to the PCM and the drive-by-
wire control is disabled.
• However, even though the drive-by-wire control is disabled, the throttle valve opening angle necessary for
minimum driving is maintained mechanically.
TP Sensor Voltage Characteristics
TP SENSOR PCM
HALL ELEMENT HIGH
SENSOR
SUB
SUB SENSOR
CPU VOLTAGE
CPU
MAIN SENSOR
MAIN
MAGNET LOW
THROTTLE VALVE
SMALL LARGE
OPENING ANGLE
CHU0140S055
End Of Sie
ACCELERATOR PEDAL POSITION (APP) SENSOR FUNCTION
CHU014041600S01
• Detects how much the AP is depressed.
End Of Sie
01–40–48
CONTROL SYSTEM
ACCELERATOR PEDAL POSITION (APP) SENSOR CONSTRUCTION/OPERATION
CHU014041600S02
• The sensor is installed on the AP and detects how much the AP is depressed.
• The Hall element design has been adopted on the
sensor.
• A non contact type sensor has been adopted to
improve durability. APP SENSOR
• The APP sensor is composed of the main sensor
and sub sensor, and detects the accelerator 01–40
opening angle with these two sensors (main and
sub).
• Even if a malfunction occurs in either one of the
sensors, the detection is performed with a normal
sensor drive-by-wire control is maintained. ACCELERATOR PEDAL
• If both the MAIN and SUB sensors for the APP
sensor malfunction, signals necessary for the
drive-by-wire control are not input to the PCM and
the drive-by-wire control is disabled.
• However, even though the drive-by-wire control is
disabled, the throttle valve opening angle
necessary for minimum driving is maintained CHU0140S056
mechanically.
APP SENSOR PCM

HALL ELEMENT HIGH
SENSOR
MAIN
CPU
MAIN SENSOR
OUTPUT
VOLTAGE
SUB SUB SENSOR

CPU
MAGNET LOW
ACCELERATOR PEDAL
SMALL LARGE
DEPRESSION AMOUNT
CHU0140S057
End Of Sie
MASS AIR FLOW (MAF) SENSOR FUNCTION
CHU014013215S01
• Detects the intake air amount (mass airflow amount).
End Of Sie
MASS AIR FLOW (MAF) SENSOR CONSTRUCTION/OPERATION
CHU014013215S02
• Installed on the air hose.
MAF/IAT
SENSOR

CHU0140S058
01–40–49
CONTROL SYSTEM
• Built into the intake air temperature IAT sensor.
• Converts the mass intake airflow amount into a
voltage.
• When the heating element is placed in the air, the
heat is dissipated by the air cooling the heating AIR THERMOMETER
element. If there is a large volume of air HOT WIRE
circulating around the heating element, the
amount of heat that is dissipated increases. This
heat transfer utilizes the voltage which is changed INTAKE AIR
by the heat transfer phenomenon.
CHU0140S080
B+
MAF SENSOR
MAF SENSOR OUTPUT VOLTAGE CHARACTERISTIC
PCM HIGH
VOLTAGE
AIR THERMOMETER
HOT WIRE CPU
VOLTAGE
CURRENT
LOW
CONTROL CIRCUIT LOW HIGH
INTAKE AIR AMOUNT
CHU0140S081
End Of Sie
FRONT HEATED OXYGEN SENSOR (HO2S) FUNCTION
CHU014018860S01
• The wide-range air/fuel ratio sensor, which can linearly detect the oxygen concentration (air/fuel ratio of the air-
fuel mixture) in the exhaust gas in all ranges, from lean to rich, is used on the front HO2S.
• A heater has been adopted on the front HO2S, allowing stable detection of the oxygen concentration even
when the exhaust gas temperature is low.
End Of Sie
FRONT HEATED OXYGEN SENSOR (HO2S) CONSTRUCTION/OPERATION
CHU014018860S02
• Installed on the exhaust manifold.
• The wide-range air/fuel ratio sensor is a pump cell
type sensor, using both the oxygen concentration
cell action and oxygen pump cell action, and can
detect the oxygen concentration (air/fuel ratio of
the air-fuel mixture) in the exhaust gas in all FRONT HO2S
ranges, from lean to rich.
• A heater is built into the sensor to facilitate the
activation of the HO2S at engine startup (when
the exhaust gas temperature is low).
Operation
• The wide-range air/fuel ratio sensor converts the
oxygen concentration in the exhaust gas into a
CHU0140S061
current value, and sends the value to the PCM.
• The PCM calculates the λ (lambda) value of the 1
air-fuel mixture based on the received current
value. 0.5
CURRENT(mA)
• (λ (lambda)) = (actual air/fuel ratio)/

(stoichiometric air/fuel ratio) 0
End Of Sie
-0.5
-1
-1.5
0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 (λ)
10.29 11.76 13.23 14.7 16.17 17.64 19.11 20.58 (A/F)
CHU0140S074
01–40–50
CONTROL SYSTEM
REAR HEATED OXYGEN SENSOR (HO2S) FUNCTION
CHU014018860S03
• Detects the oxygen concentration in the exhaust gas.
• A heater has been adopted, allowing stable detection of the oxygen concentration even when the exhaust gas
temperature is low.
End Of Sie
REAR HEATED OXYGEN SENSOR (HO2S) CONSTRUCTION/OPERATION
CHU014018860S04
• Installed on the catalytic converter.
• A heater is built into the sensor to facilitate the 01–40
activation of the HO2S at engine startup (when
the exhaust gas temperature is low).
• A zirconium element is used on the sensor. When
there is a difference between the oxygen
concentration inside and outside the element,
electromotive force is generated by the
movement of oxygen ions (inside of the zirconium
element: atmosphere, outside: exhaust gas). The
electromotive force changes significantly at the
REAR HO2S
boundary of the stoichiometric air/fuel ratio (A/
CHU0140S063
F=14.7). The PCM receives the voltage
generated from the HO2S directly, and increases
or decreases the fuel injection amount by the fuel injection control so that it is close to the stoichiometric air/fuel
ratio.
• When the temperature of the zirconium element is low, electromotive force is not generated. Therefore the
HO2S is heated by a built-in heater, facilitating the oxygen sensor activation. Due to this, the sensor is
efficiently activated even immediately after cold-engine startup, and a stable sensor output can be obtained.
End Of Sie
HIGH
OUTPUT
VOLTAGE
LOW
14.7
AIR/FUEL
RICH LEAN
RATIO
CHU0140S075
BAROMETRIC PRESSURE (BARO) SENSOR FUNCTION

CHU014018210S01
• Detects the BARO.
End Of Sie
01–40–51
CONTROL SYSTEM
BAROMETRIC PRESSURE (BARO) SENSOR CONSTRUCTION/OPERATION
CHU014018210S02
• The BARO sensor is installed on the secondary
BARO SENSOR
air injection pump bracket.
• The piezoelectric element is enclosed in the
sensor and the electric potential difference
changes as the BARO drops. The output voltage
lowers as the BARO drops.
CHU0140S066
BARO SENSOR OUTPUT VOLTAGE CHARACTERISTIC
PCM
BARO SENSOR
5
OUTPUT VOLTAGE (V)
CPU
0
LOW HIGH
BAROMETRIC PRESSURE
CHU0140S076
End Of Sie
KNOCK SENSOR (KS) FUNCTION
CHU014018920S01
• Detects knocking.
End Of Sie
KNOCK SENSOR (KS) CONSTRUCTION/OPERATION
CHU014018920S02
• Installed on the left of the rear rotor housing (plug
hole side). KS
• Converts knocking vibration into a voltage value
using the piezoelectric effect of the semi-
conductor, and sends the value to the PCM.
• The piezoelectric effect is a phenomenon in which
a difference in electric potential is produced on
the surface of a piezoelectric element by the
application of tensile load or pressure from a
certain direction. Tensile load and pressure
applied to the KS originates from cylinder block
vibration caused by abnormal combustion in the
CHU0140S068
engine. The difference in electric potential, which
results from the strain by the vibration, is sent to
the PCM as a knocking signal.
01–40–52
CONTROL SYSTEM
KS Characteristic (When 1G applied)
End Of Sie
VOLTAGE (mV)
26 ± 8
01–40
0
LOW HIGH
FREQUENCY
CHU0140S089
ECCENTRIC SHAFT POSITION SENSOR FUNCTION

CHU014018221S01
• Detects the rotation pulse of the eccentric shaft position plate as an eccentric shaft angle signal.
End Of Sie
ECCENTRIC SHAFT POSITION SENSOR CONSTRUCTION/OPERATION
CHU014018221S02
• Installed on the front housing.
• The sensor pulse wheel has 30 teeth and 3 areas
with no teeth. ECCENTRIC SHAFT
• The angle between two notches is 10°, and the POSITION SENSOR
angle between two notches where there are no
teeth is 30°.
• Sends the change in the amount of magnetic flux
density detected at the magnet pickup coil in the
eccentric shaft position sensor to the PCM as a
voltage value.
• When the eccentric shaft position sensor is
removed, installed, or replaced, magnetic flux of
CHU0140S069
the magnet pickup coil will be disturbed, if
magnetic material such as iron powder adheres to
the sensor, resulting in abnormal sensor output, which may adversely affect the engine control.
COMBUSTION EXHAUST
FRONT
ROTOR INTAKE COMPRESSION
ECCENTRIC SHAFT EXHAUST INTAKE
POSITION PLATE
COMPRESSION COMBUSTION
REAR
INTAKE COMPRESSION
BTDC 5° ROTOR
COMBUSTION EXHAUST
(REAR)
30°
30° 30° BTDC 5° BTDC 5°
ECCENTRIC SHAFT
POSITION SENSOR PCM
CPU
BTDC 5° 10°
(FRONT)
CPU
ECCENTRIC SHAFT POSITION SENSOR
CHU0140S070
End Of Sie
01–40–53
CONTROL SYSTEM
METERING OIL PUMP SWITCH FUNCTION
CHU014018990S04
• Detects the fully-open position of the stepping motor when the learning function of the metering oil pump is
performed.
• Turns on when the stepping motor is at step 52 or more.
End Of Sie
METERING OIL PUMP SWITCH CONSTRUCTION/OPERATION
CHU014018660S04
• The metering oil pump switch is installed on the
metering oil pump.
METERING OIL
PUMP SWITCH
CHU0140S071
• The metering oil pump switch turns on when the

stepping motor is at step 52 or more.
• For a description of the learning function, refer to STEPPING
the learning function of the metering oil pump MOTOR STEP 52
control. (See01–40–32 METERING OIL PUMP
CONTROL OPERATION.)
End Of Sie METERING OIL OFF
PUMP SWITCH
ON
CHU0140S072
01–40–54
SUSPENSION 02SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 02-00

OUTLINE FRONT SUSPENSION . . . . . . . 02-13
02–00
ON-BOARD DIAGNOSTIC . . . . 02-02 REAR SUSPENSION . . . . . . . . 02-14
WHEEL AND TIRES . . . . . . . . . 02-12
Toc of SCT
02–00 OUTLINE
SUSPENSION ABBREVIATIONS . . . . . . 02–00–1 SUSPENSION SPECIFICATIONS. . . . . . 02–00–2
SUSPENSION FEATURES . . . . . . . . . . . 02–00–1
End of Toc
SUSPENSION ABBREVIATIONS
CHU020001013S01
CAN Controller Area Network

CM Control Module
RF signal(s) Radio Frequency Signal(s)
OFF Switch Off
ON Switch On
PID Parameter Identification
TPMS Tire Pressure Monitoring System
WDS Worldwide Diagnostic System
End Of Sie
SUSPENSION FEATURES
CHU020001013S02
• In-wheel-type double-wishbone front suspension adopted

• Front crossmember with integrated side members adopted
Improved rigidity and handling • Front suspension tower bar adopted
stability • Front upper arm of liquid-forged aluminum and front lower arm of forged aluminum
adopted
• Damper lever ratio of rear shock absorbers set at approx. 1.0
• Rear crossmember with a six-point rubber-mounting system adopted
• Zero-stopper-clearance bushings adopted
Improved handling performance and • Roll axis position optimized
riding comfort • Gas-filled monotube shock absorbers with large-diameter pistons adopted for the
front and rear
• Layout of links and shock absorbers optimized
• Emergency puncture repair kit adopted (No spare tire)
Enlarged trunk compartment
• Rear coil springs placed below floor level
Improved marketability • Adhesive-type balance weights adopted
Environmental consideration • Steel balance weights adopted to reduce the use of lead
Tire condition maintenance
• Tire pressure monitoring system (TPMS) adopted
assistance
End Of Sie
02–00–1
OUTLINE
SUSPENSION SPECIFICATIONS
CHU020001013S03
Suspension
Specification
Item
Standard suspension Sport suspension
Type Double-wishbone
Spring type Coil spring
Monotube type: High-pressure gas charged, cylindrical, double-
Shock absorber type
acting
Type Torsion bar
Stabilizer
Diameter (mm {in}) 25.4 {1.00} 26.5 {1.04}
Tire
[Tolerance 2 {0.08}
Total ±4 {0.15}] (mm {in})
Front toe-in
Rim inner 1.2±2.5 {0.05±0.09} 1.4±2.8 {0.06±0.11}
suspension Degree 0°11′±21′
Maximum steering Inner 38°41′ 38°36′
Wheel
angle
alignment Outer 33°15′ 33°07′
[Tolerance ±3°]
(Unloaded*)
Caster angle (Reference)
6°06′ 6°15′
[Tolerance ±45′]
Camber angle (Reference)
0°04′ -0°06′
[Tolerance ±45′]
Steering axis inclination
10°52′ 11°02′
(Reference)
Type Multi-link
Spring type Coil spring
Monotube type: High-pressure gas charged, cylindrical, double-
Shock absorber type
acting
Type Torsion bar
Stabilizer
Rear Diameter (mm {in}) 15.9 {0.626}
suspension Tire
[Tolerance 3 {0.12}
Wheel Total ±4 {0.15}] (mm {in})
alignment toe-in
Rim inner 1.9±2.5 {0.075±0.098} 2.1±2.8 {0.083±0.110}
(Unloaded*)
Degree 0°16′±20′
Camber angle [Tolerance ±45′] -0°56′ -1°07′
* : Unloaded: Fuel tank is full. Engine coolant and engine oil are at specified level. Jack and tools are in
designated position.
Wheel and Tire

Item Specification
Tire Size 225/55R16 94V 225/45R18 91W
Size 16 x 7 1/2JJ 18 x 8JJ
Material Aluminum alloy
Wheel Offset (mm {in}) 50 {2.0}
Pitch circle
(mm {in}) 114.3 {4.50}
diameter
End Of Sie
02–00–2
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM ON-BOARD DIAGNOSTIC SYSTEM
OUTLINE (TIRE PRESSURE PID/DATA MONITOR FUNCTION
MONITORING SYSTEM) . . . . . . . . . . . . 02–02–1 (TIRE PRESSURE MONITORING
Block Diagram . . . . . . . . . . . . . . . . . . . 02–02–1 SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . 02–02–3
ON-BOARD DIAGNOSTIC SYSTEM ON-BOARD DIAGNOSTIC SYSTEM
FUNCTION (TIRE PRESSURE EXTERNAL TESTER
MONITORING SYSTEM) . . . . . . . . . . . . 02–02–2 COMMUNICATION FUNCTION
Malfunction Detection Function . . . . . . 02–02–2 (TIRE PRESSURE MONITORING 02–02
Malfunction Display Function . . . . . . . . 02–02–2 SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . 02–02–4
Memory Function . . . . . . . . . . . . . . . . . 02–02–2 External Tester Communication
DTC TABLE . . . . . . . . . . . . . . . . . . . . . 02–02–2 Function . . . . . . . . . . . . . . . . . . . . . . . 02–02–4
Serial Communication . . . . . . . . . . . . . . 02–02–4
DLC-2 CONSTRUCTION . . . . . . . . . . . . . 02–02–4
End of Toc
ON-BOARD DIAGNOSTIC SYSTEM OUTLINE (TIRE PRESSURE MONITORING SYSTEM)
CHU020237020S01
• The on-board diagnostic system consists of a malfunction detection system that detects abnormalities in input/
output signals when the ignition switch is at the ON position, a data monitor function that reads out specified
input/output signals.
• The Data Link Connector 2 (DLC-2), which groups together all the connectors used for malfunction diagnosis
into a single location, has been adopted, thereby improving serviceability. Diagnosis is performed by
connecting the WDS or equivalent to the DLC-2.
• In addition to DTC read-out, the WDS or equivalent is used to clear DTCs using the display screen of the
diagnostic tester, and to access the data monitor, providing enhanced malfunction diagnosis and improved
serviceability.
Block Diagram
INSTRUMENT CLUSTER
TPMS TPMS
WARNING WARNING
LIGHT BUZZER
WHEEL UNITS TPMS CM
ON-BOARD DIAGNOSIS FUNCTION

MALFUNCTION DETECTION FUNCTION
MEMORY
FUNCTION
RF SIGNAL
MALFUNCTION MALFUNCTION
INFORMATION DETERMINATION
EXTERNAL
MALFUNCTION
TESTER CAN
INDICATION
COMMUNICATION DRIVER
FUNCTION
FUNCTION
PID/DATA
MONITOR
FUNCTION
DLC-2
WDS OR
EQUIVALENT
CHU0202S001
End Of Sie
02–02–1
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM FUNCTION (TIRE PRESSURE MONITORING SYSTEM)
CHU020237020S02
Malfunction Detection Function
• The malfunction detection function detects malfunctions in the input/output signal system of the tire pressure
monitoring system (TPMS) control module based on abnormal signals from the wheel units when the ignition
switch is at the ON position or driving the vehicle.
• The TPMS warning light illuminates for approx. 3.0 s when the ignition switch is turned to the ON position to
inspect for open circuits in the light.
Malfunction Display Function

• When the malfunction detection function detects a malfunction, the TPMS warning light illuminates to advise
the driver. Using the external tester communication function, DTCs can be output to the DLC-2 via the CAN
communication line. At the same time, malfunction detection results are sent to the memory functions.
Memory Function
• The memory function stores DTCs for malfunctions in input/output signal systems. With this function, once a
DTC is stored it is not cleared after the ignition switch has been turned off (LOCK position), even if the
malfunctioning signal system has returned to normal.
• Since the TPMS control module has a built-in non-volatile memory, DTCs are not cleared even if the battery is
removed. Therefore, it is necessary to clear the memory after performing repairs. Refer to the Workshop
Manual for the DTC clearing procedure.
DTC TABLE
DTC TPMS warning light TPMS warning light
Malfunction location
(WDS or equivalent) illumination condition illumination pattern
0.2 s
ON
TPMS control module B1342 Illuminated
OFF
1s
System configuration malfunction B2477 Not illuminated –

Wheel unit 1 internal fault B2868 Illuminated
2s
ON
OFF
2s
0.2 s
ON
CAN bus communication error U0516 Illuminated
OFF
1s
CAN system communication error U1900 Not illuminated –

Wheel unit 1 communication
U2616 Illuminated
malfunction 1s
Wheel unit 2 communication ON
U2617 Illuminated
malfunction
Wheel unit 3 communication
U2618 Illuminated OFF
malfunction
Wheel unit 4 communication 1s
U2619 Illuminated
malfunction
End Of Sie
02–02–2 Revised 11/2004 (Ref. No. R086/04)

ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM PID/DATA MONITOR FUNCTION (TIRE PRESSURE MONITORING
SYSTEM)
CHU020237020S03
• This function allows access to certain data values, input signal, calculated values, and system status
information.
PID/DATA monitor table
Operation/unit
PID name Description (Input/output part)
(WDS or equivalent)
CCNT_TPMS Number of continuous trouble code set –
LAST_ID* Last received tire transmitter ID code value –
PRS_WU1* Tire pressure (wheel unit No.1) kPa/psi 02–02
PRS_WU2* Tire pressure (wheel unit No.2) kPa/psi
TEMP_WU1* Temperature (wheel unit No.1) Celsius/Fahrenheit
VBATT Battery positive voltage V
VSS Vehicle speed KPH/MPH
WARN_1 Transmitter identifier with warning value 1 –
* : Data transmission from the wheel unit occurs when the vehicle speed is 25 km/h {15.5 mph} or more . Due to
this, the current air pressure and temperature data can only be displayed after the vehicle is driven at 25 km/h
{15.5 mph} or more . Also, the LAST_ID, and tire pressure and internal tire air temperature data are erased
when the TPMS control unit connector and the battery terminal are disconnected. If the TPMS control unit is
replaced or the battery terminals are disconnected, drive the vehicle at 25 km/h {15.5 mph} or more and
display the tire pressure PID after the data transmission.
End Of Sie
Revised 11/2004 (Ref. No. R086/04) 02–02–3

ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM EXTERNAL TESTER COMMUNICATION FUNCTION (TIRE PRESSURE
MONITORING SYSTEM)
CHU020237020S04
External Tester Communication Function
• The external tester communication function communicates diagnostic information (reading DTCs and reading
input/output signal) by sending and receiving signals between the TPMS control module and an external tester.
Connection and communication information
External tester
WDS or equivalent
Connection Communication method
On-board diagnostic (malfunction Input/output: CAN communication line Serial communication
detection) function
PID/Data monitor function Input/output: CAN communication line Serial communication
Serial Communication
• Serial communication (synchronous communication) is a method of communication in which many pieces of
information are sent and received instantaneously through a single wire.
• By connecting the WDS or equivalent to DLC-2, diagnostic information can be sent and received between the
WDS or equivalent and the TPMS control module via the CAN communication line.
• The TPMS control module receives signals for the malfunction detection function and data monitor function
from the WDS or equivalent, and sends information about DTCs and input/output part operating conditions to
the WDS or equivalent.
Diagnostic function Signal received Signal sent
Malfunction detection function DTC verification signal DTC
PID/Data monitor function Request signal to read selected monitor Monitor information for requested
item monitor item
End Of Sie
DLC-2 CONSTRUCTION
CHU020237020S05
• A DLC-2 connector conforming to ISO (International Organization for Standardization) standards has been
added.
• Shape and terminal arrangement as stipulated by the ISO 15031-3 (SAE J1962) international standard has
been adopted for this connector. The connector has a 16-pin construction that includes the CAN_H, CAN_L,
GND1, GND2 and B+ terminals.
DLC-2
B+ CAN_L
CAN_H GND2 GND1
CHU0602S002
Terminal Function
CAN_L Serial communication terminal (Lo)
CAN_H Serial communication terminal (Hi)
GND1 Body ground terminal
GND2 Serial communication ground terminal
B+ Battery power supply terminal
End Of Sie
02–02–4
WHEEL AND TIRES
02–12 WHEEL AND TIRES
WHEELS AND TIRES OUTLINE. . . . . . . 02–12–1 WHEEL UNIT
WHEELS AND TIRES CONSTRUCTION/OPERATION . . . . . . . 02–12–5
STRUCTURAL VIEW . . . . . . . . . . . . . . 02–12–2 Construction . . . . . . . . . . . . . . . . . . . . . 02–12–5
PUNCTURE REPAIR KIT OUTLINE . . . . 02–12–2 Operation . . . . . . . . . . . . . . . . . . . . . . . 02–12–5
TIRE PRESSURE MONITORING Sensing Function . . . . . . . . . . . . . . . . . 02–12–6
SYSTEM (TPMS) OUTLINE . . . . . . . . . 02–12–3 Self-diagnostic Function . . . . . . . . . . . . 02–12–6
TIRE PRESSURE MONITORING TIRE PRESSURE MONITORING
SYSTEM (TPMS) STRUCTURAL SYSTEM (TPMS) WARNING LIGHT, 02–12
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 02–12–3 TIRE PRESSURE MONITORING
TIRE PRESSURE MONITORING SYSTEM (TPMS) WARNING
SYSTEM (TPMS) WIRING BUZZER CONSTRUCTION . . . . . . . . . . 02–12–6
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 02–12–4 TIRE PRESSURE MONITORING
TIRE PRESSURE MONITORING SYSTEM (TPMS) CONTROL MODULE
SYSTEM (TPMS) CONSTRUCTION/OPERATION . . . . . . . 02–12–6
CONSTRUCTION/OPERATION . . . . . . 02–12–4 Construction . . . . . . . . . . . . . . . . . . . . . 02–12–6
Construction. . . . . . . . . . . . . . . . . . . . . 02–12–4 Operation . . . . . . . . . . . . . . . . . . . . . . . 02–12–6
Operation . . . . . . . . . . . . . . . . . . . . . . . 02–12–5 CONTROLLER AREA
Component Parts/Function . . . . . . . . . 02–12–5 NETWORK (CAN) OUTLINE . . . . . . . . . 02–12–9
Transmitted Information . . . . . . . . . . . . 02–12–9
Received Information from PCM . . . . . . 02–12–9
End of Toc
WHEELS AND TIRES OUTLINE
CHU021201014S01
• A 16-inch aluminum alloy wheel is equipped for the standard suspension, and an 18-inch aluminum alloy wheel
is equipped for the sport suspension.
• An adhesive-type balance weight is fastened on the outer side of the wheel. Since it is not visible from the
styled side of the wheel, the design of the wheel is favored.
• In consideration of the environment, a balance weight made of steel has been adopted to reduce amount of
lead used in the vehicle.
End Of Sie
02–12–1
WHEEL AND TIRES
WHEELS AND TIRES STRUCTURAL VIEW
CHU021201014S02
STYLED SIDE OF WHEEL

16-INCH ALUMINUM ALLOY WHEEL 18-INCH ALUMINUM ALLOY WHEEL
CROSS-SECTIONAL VIEW
ADHESIVE-TYPE
BALANCE WEIGHT
KNOCK-TYPE
BALANCE WEIGHT
OUTER INNER
CHU0212S007
End Of Sie
PUNCTURE REPAIR KIT OUTLINE
CHU021237100S01
• An emergency puncture repair kit has been provided for all models instead of a temporary spare tire. This kit
enables temporary repair of a puncture without tire removal.
• The emergency puncture repair kit is located in
the trunk compartment and includes the following: EMERGENCY
— Repair agent PUNCTURE REPAIR KIT
— Repair agent filler hose
— Air compressor
— Tire valve core
— Tire valve core tool
— Instruction manual
— Speed limit label
— Filled tire indication label
• The accessory socket (12V DC) is used as an
input power source for the air compressor and the
CHU0212S008
compressor plug includes a 10 A fuse.
Note
• The expiration date of the repair agent is printed on the repair agent bottle. Do not use the repair agent if
it has passed the expiration date.
• Dispose of repair agent according to local waste disposal law.
• The repair agent consists of the following ingredients:
— Deproteinized natural rubber latex
— Emulsified adhesive resin
— Propylene glycol
End Of Sie
02–12–2
WHEEL AND TIRES
TIRE PRESSURE MONITORING SYSTEM (TPMS) OUTLINE
CHU021237020S01
• The tire pressure monitoring system (TPMS) has been adopted to assist the driver in understanding the tire
status. It alerts the driver with the TPMS warning light and buzzer if there is an excessive drop in air pressure or
air pressure higher than a specified value is detected.
Caution
• Each wheel unit has its own preset identification code. If a system component is replaced, the
system becomes inoperative since the TPMS control module cannot recognize the identification
codes. Therefore, be sure to configure the identification codes of wheel units when any of the
following items have been performed. For the identification code configuration procedure, refer to
02–12
the Workshop Manual.
— Disc wheel replacement
— Wheel unit replacement
— TPMS control module replacement
Note
• Perform tire pressure adjustment before driving. (When tires are cold.)
• Tire pressure changes due to changes in ambient temperature and internal tire temperature.
— In an area or a season with varying of temperatures, tire pressure will change due to ambient
temperature change. If the tire pressure is lower than the lower-limit pressure due to low ambient
temperature, the TPMS warning light may illuminate. Adjust the pressure when the TPMS warning
light illuminates.
— Tire pressure rises after driving because the internal temperature of the tire is high, If tire pressure is
adjusted to the standard value when the internal temperature of the tire is high, the tire pressure
lowers when the internal temperature decreases to the same level as the ambient temperature. If the
tire pressure is lower than the lower-limit temperature, the TPMS warning light may illuminate.
• As a general reference, air pressure changes approx.10 kPa {0.1 kgf/cm2, 1.5 psi} when the
temperature changes 10 degrees.
End Of Sie
TIRE PRESSURE MONITORING SYSTEM (TPMS) STRUCTURAL VIEW
CHU021237020S03
TPMS WARNING LIGHT
TPMS CONTROL MODULE
PCM
WHEEL UNIT
CHU0212S001
End Of Sie
Revised 11/2004 (Ref. No. R086/04) 02–12–3

WHEEL AND TIRES
TIRE PRESSURE MONITORING SYSTEM (TPMS) WIRING DIAGRAM
CHU021237020S04
WHEEL UNIT
NO.1 NO.2 NO.3 NO.4
RF SIGNAL PCM
TPMS CM
CAN
DRIVER
ANTENNA
O INSTRUMENT
CLUSTER
CAN_H
K E
IG SW
CPU CAN_L
BATTERY G
CAN
CAN D DRIVER
DRIVER
CHU0202W001
End Of Sie
TIRE PRESSURE MONITORING SYSTEM (TPMS) CONSTRUCTION/OPERATION
CHU021237020S05
Construction
• The TPMS consists of wheel units that detect air pressure, temperature and acceleration of each tire, and a
TPMS control module that receives data (RF signals) sent from the wheel units to monitor the air pressure of
each tire.
WHEEL UNIT
TPMS
CONTROL
MODULE
RF SIGNAL RF SIGNAL
CAN
COMMUNICATION LINE
TPMS
WARNING LIGHT
TPMS
WARNING BUZZER
CHU0212S009
02–12–4
WHEEL AND TIRES
Operation
• The wheel unit installed to each wheel sends data on air pressure, temperature and acceleration of each tire by
means of RF signals. The TPMS control module receives these signals with a built-in antenna.
• The TPMS control module monitors the air pressure of each tire based on the tire data sent from each wheel
unit. If the module detects an excessive drop in air pressure or air pressure higher than a specified value, the
module illuminates the TPMS warning light and sounds the TPMS warning buzzer via CAN communication to
alert the driver.
Component Parts/Function
Part name Function
02–12
• Monitors air pressure, temperature, and acceleration of each tire, and sends
Wheel unit RF signals.
• Sends data if any abnormality is detected in the wheel unit.
• Receives RF signals from the wheel units and monitors the air pressure of each
tire. If it determines from these signals that tire pressure is abnormal, it controls
TPMS control module the TPMS warning light and buzzer via CAN communication to alert the driver.
• Controls the on-board diagnostic system if it receives an abnormal signal from
the wheel unit.
• Inputs vehicle speed signals to the TPMS control module via CAN
PCM Vehicle speed signal
communication.
• If the TPMS control module detects abnormal air pressure, the light is
illuminated to alert the driver.
TPMS warning light
Instrument • If any abnormality is detected in the system, the light is flashed to inform the
cluster driver.
• If the TPMS control module detects abnormal air pressure, the buzzer is
TPMS warning buzzer
sounded to alert the driver.
End Of Sie
WHEEL UNIT CONSTRUCTION/OPERATION
CHU021237140S01
Construction
• The wheel unit is installed to the rim of each wheel with a nut. It monitors air pressure, temperature and
acceleration of the tire, and sends the data as RF signals.
• The wheel unit also serves as a tire valve.
WHEEL UNIT
CHU0212S002
Operation
• The wheel unit operates on a built-in battery, and regularly sends tire data as RF signals. The data it sends is
retrieved using a sensing function that monitors tire pressure and temperature, and a self-diagnostic function
that detects battery status and sensor malfunction.
• To maximize the life of the built-in battery, the unit uses the detected air pressure and acceleration to determine
vehicle conditions such as driving and long stops, and operates in a mode appropriate to vehicle conditions so
that battery consumption is minimized.
• Each wheel unit has its own identification code that is sent together with tire data and is used to verify which tire
has abnormal tire pressure. Therefore, when the wheel unit or the TPMS control module is replaced, the
identification codes must be configured.
02–12–5
WHEEL AND TIRES
Sensing Function
• The sensing function periodically monitors the following data and sends it to the TPMS control module.
— Tire pressure
— Tire temperature
— Tire acceleration
— Voltage of the built-in battery
• Intervals of tire data monitoring and data transmission to the TPMS control module differ depending on the
operational mode (varies according to vehicle conditions).
Self-diagnostic Function
• The self-diagnostic function continuously performs malfunction diagnosis for each sensing function item. If any
abnormality is found by the malfunction diagnosis, the data is sent to the TPMS control module.
End Of Sie
TIRE PRESSURE MONITORING SYSTEM (TPMS) WARNING LIGHT, TIRE PRESSURE MONITORING
SYSTEM (TPMS) WARNING BUZZER CONSTRUCTION
CHU021237140S02
• The TPMS warning light and the TPMS warning
buzzer are built into the instrument cluster.
• In the event of any abnormality in tire pressure or
in the system, signals from the TPMS control TPMS WARNING LIGHT
module illuminate the warning light and sound the
warning buzzer to alert the driver.
• Signals from the TPMS control module are sent
through the CAN communication lines.
End Of Sie
CHU0212S010
TIRE PRESSURE MONITORING SYSTEM (TPMS) CONTROL MODULE CONSTRUCTION/OPERATION

CHU021267502S01
Construction
• The TPMS control module is installed in the upper part of the instrument cluster.
TPMS CONTROL MODULE
CHU0212S003
Operation
• Through the built-in antenna, the TPMS control module receives data on each tire transmitted from the wheel
units.
• The module monitors the tire pressure of each tire and the wheel units for abnormalities using the received
data. If any abnormality is found, it controls the TPMS warning light and buzzer to alert and notify the driver.
• The TPMS control module controls the following functions based on the received data:
02–12–6
WHEEL AND TIRES
Function list
Identification code recognition function • Recognizes whether received signals are from own wheel units.
• Compares received tire pressure data with preset values in the TPMS control
Tire pressure determination/warning
module. If the pressure is determined to be too low or high, the module alerts
function
the driver via the TPMS warning light and buzzer.
Identification code recognition function

• Since the identification codes of wheel units mounted on the vehicle have been configured in the TPMS control
module, the module can verify the identification codes sent from the wheel units against the configured
identification codes.
• When the received identification code agrees with the configured identification code, data such as tire pressure 02–12
is updated according to the received RF signal. When the identification code does not agree, that signal data is
ignored.
Tire pressure determination and warning function

• The TPMS control module determines the tire pressure status of each wheel by comparing tire pressure data
received from the wheel units with the preset values in the module.
• When an abnormality is determined from the data, the module sends control signals through CAN
communication to the instrument cluster that cause the TPMS warning buzzer to sound and the TPMS warning
light to illuminate. This alerts the driver of abnormal tire pressure.
• The tire pressure monitoring function is classified into the two low and high-pressure determinations.
• The informing/warning of an abnormal tire pressure determination takes precedence over the informing/
warning of a missing signal or malfunction determination.
02–12–7
WHEEL AND TIRES
Low-pressure determination
• When tire pressure data sent from a wheel unit is lower than the detection value configured in the TPMS
control module, the module determines that the tire for that wheel unit has low tire pressure.
— If low tire pressure is determined when the ignition is on, the TPMS control module illuminates the TPMS
warning light built into the instrument cluster and sounds the TPMS warning buzzer for 3 s to alert the
driver.
— If low tire pressure is determined when the ignition is off, the module performs an open-circuit check*1 on
the TPMS warning light after the ignition is turned on, and then illuminates the TPMS warning light and
sounds the TPMS warning buzzer for 3 s to alert the driver.
• The low-pressure determination is retained until tire pressure data from the applicable wheel unit returns to the
preset value.
— If tire pressure data that is higher than the specified value is received when the ignition is on, the TPMS
control module turns out the TPMS warning light.
— If tire pressure data that is higher than the specified value is received when the ignition is off, the module
performs an open-circuit check*1 on the TPMS warning light after the ignition is turned on and turns out the
TPMS warning light.
*1
: The TPMS control modules turns on the TPMS warning light for 3 s after the ignition is turned on for an
open-circuit check of the TPMS warning light.
DETECTED
AIR PRESSURE
SPECIFIED
AIR PRESSURE
PRESET
AIR PRESSURE
LOW LIMIT
AIR PRESSURE
ON
TPMS
WARNING
LIGHT
OFF
ON
TPMS
WARNING
BUZZER
OFF
3S
CHU0212S004
02–12–8
WHEEL AND TIRES
High-pressure determination
• When tire pressure data sent from the wheel unit exceeds the upper limit, the module determines that the tire
for that wheel unit has high tire pressure.
— If high tire pressure is determined when the ignition is on, the TPMS control module illuminates the TPMS
warning light built into the instrument cluster and sounds the TPMS warning buzzer for 3 s to alert the
driver.
— If high tire pressure is determined when the ignition is off, the module performs an open-circuit check*1 on
the TPMS warning light after the ignition is turned on, and then illuminates the TPMS warning light and
sounds the TPMS warning buzzer for 3 s to alert the driver.
• A high-pressure determination is cleared if tire pressure data from the applicable wheel unit is lower than the
specified recovery value. 02–12
— If the determination is cleared when the ignition is on, the TPMS control module turns off the TPMS warning
light.
— If the determination is cleared when the ignition is off, the module performs an open-circuit check*1 on the
TPMS warning light after the ignition is turned on and turns off the TPMS warning light.
*1
: The TPMS control modules turns on the TPMS warning light for 3 s after the ignition is turned on for an
open-circuit check of the TPMS warning light.
DETECTED
AIR PRESSURE
UPPER LIMIT
AIR PRESSURE SPECIFIED
AIR PRESSURE
ON
TPMS
WARNING
LIGHT
OFF
ON
TPMS
WARNING
BUZZER
OFF
3S
CHU0212S005
End Of Sie
CHU021267502S02
• The TPMS control module transmits/receives information using the CAN system. See Section 09 for detailed
information regarding the CAN system.
Transmitted Information
• TPMS warning light on request
• TPMS warning buzzer on request
Received Information from PCM

• Vehicle speed
End Of Sie
02–12–9
FRONT SUSPENSION
02–13 FRONT SUSPENSION
FRONT SUSPENSION OUTLINE . . . . . . 02–13–1 FRONT UPPER ARM
FRONT SUSPENSION CONSTRUCTION . . . . . . . . . . . . . . . . . . 02–13–3
STRUCTURAL VIEW . . . . . . . . . . . . . . 02–13–1 FRONT LOWER ARM
DOUBLE WISHBONE FRONT CONSTRUCTION . . . . . . . . . . . . . . . . . . 02–13–4
SUSPENSION CONSTRUCTION . . . . . 02–13–2 FRONT CROSSMEMBER
FRONT SHOCK ABSORBER CONSTRUCTION . . . . . . . . . . . . . . . . . . 02–13–4
CONSTRUCTION . . . . . . . . . . . . . . . . . 02–13–3
02–13
End of Toc
FRONT SUSPENSION OUTLINE
CHU021301015S01
• A newly developed in-wheel-type double-wishbone suspension has been adopted to take full advantage of the
low bonnet line enabled by the optimized engine layout.
• The front upper arm and the front lower arm have been lengthened and attached to the highly rigid front
crossmember to allow for linear alignment changes during jounce and rebound of the front wheels. Due to this,
roadholding and handling performance have been improved.
End Of Sie
FRONT SUSPENSION STRUCTURAL VIEW
CHU021301015S02
FRONT UPPER ARM FRONT SUSPENSION TOWER BAR
FRONT SHOCK ABSORBER

AND COIL SPRING
TRANSVERSE MEMBER
FRONT LOWER ARM
FRONT STABILIZER
FRONT CROSSMEMBER
FRONT STABILIZER
CONTROL LINK
CHU0213S001
End Of Sie
02–13–1
FRONT SUSPENSION
DOUBLE WISHBONE FRONT SUSPENSION CONSTRUCTION
CHU021301015S03
Improved roadholding
• The heightened damper lever ratio has improved the efficiency of shock absorber operation.
— Damper lever ratio:
shock absorber stroke (B)/wheel vertical
stroke (A)
— The heightened damper lever ratio has made
it possible to provide a damping force even
during minute strokes. As a result, excellent
roadholding is exhibited in a variety of driving A
conditions.
Optimized roll axis position B
• The height of the front roll center is set lower than
the rear.
• Change of roll center height in response to a
change in wheel stroke has been suppressed in
BHJ0213N002
order to improve roll linearity and convergence.
ROLL AXIS
REAR ROLL CENTER HEIGHT
FRONT ROLL CENTER HEIGHT
PHANTOM LINE PARALLEL

TO ROAD SURFACE
EXTENDING FROM FRONT
ROLL CENTER HEIGHT
CHU0213S002
End Of Sie
02–13–2
FRONT SUSPENSION
FRONT SHOCK ABSORBER CONSTRUCTION
CHU021334700S01
• The high-pressure gas-filled monotube shock absorber minimizes cavitation and provides stable damping force
even during hard driving.
— The large-diameter piston ensures superior response during minute strokes, providing consistent damping
force and stroke feeling.
— The enlarged piston port area also contributes to the improvement of riding comfort.
End Of Sie
02–13
OIL SEAL
PISTON
FREE PISTON
HIGH-PRESSURE GAS
CHU0213S005
FRONT UPPER ARM CONSTRUCTION

CHU021334200S01
• The front upper arm is made of liquid-forged aluminum for improved rigidity and weight reduction.
• Newly developed zero-stopper-clearance rubber bushings have been adopted for where the upper arm
attaches to the front crossmember.
— The stopper sleeve, integrated with the inner pipe, protrudes slightly.
— This structure suppresses forward-backward movement caused by external forces acting on the arm.
— It also enables linear spring characteristics of the bushings from an early stage, thereby optimizing control
over changes in vehicle behavior.
FRONT UPPER ARM
UPPER ARM BUSHING
ZERO-STOPPER-CLEARANCE
STRUCTURE
CHU0213S003
End Of Sie
02–13–3
FRONT SUSPENSION
FRONT LOWER ARM CONSTRUCTION
CHU021334300S01
• The front lower arm is made of forged aluminum for rigidity and weight reduction.
• As with the front upper arm, the zero-stopper-clearance bushings optimize control over changes in vehicle
behavior.
LOWER ARM BUSHING

STRUCTURE
FRONT LOWER ARM
VEHICLE FRONT
CHU0213S004
End Of Sie
FRONT CROSSMEMBER CONSTRUCTION
CHU021334800S01
• A lightweight, highly rigid front crossmember with integrated side members has been adopted.
• The transverse member is attached to the back of the front crossmember to create a highly rigid square
construction.
• This front crossmember component is rigidly mounted to the vehicle body at eight points, providing an
extremely large amount of suspension support stiffness and alignment precision.
SIDE MEMBER
TRANSVERSE MEMBER
CHU0213S006
End Of Sie
02–13–4
REAR SUSPENSION
02–14 REAR SUSPENSION
REAR SUSPENSION OUTLINE . . . . . . . 02–14–1 Improved Roadholding . . . . . . . . . . . . . 02–14–2
REAR SUSPENSION REAR SHOCK ABSORBER
STRUCTURAL VIEW . . . . . . . . . . . . . . 02–14–1 CONSTRUCTION . . . . . . . . . . . . . . . . . . 02–14–2
MULTI-LINK REAR SUSPENSION REAR CROSSMEMBER
CONSTRUCTION . . . . . . . . . . . . . . . . . 02–14–2 CONSTRUCTION . . . . . . . . . . . . . . . . . . 02–14–3
Optimized Link and Shock
Absorber Layout. . . . . . . . . . . . . . . . . 02–14–2
02–14
End of Toc
REAR SUSPENSION OUTLINE
CHU021401016S01
• A multi-link suspension composed of five links has been adopted.
• The links have been lengthened and optimally positioned. Due to this, they constantly provide ideal geometry
to respond to external forces applied during driving, improving handling stability and riding comfort, and
reducing road noise.
End Of Sie
REAR SUSPENSION STRUCTURAL VIEW
CHU021401016S02
REAR LATERAL
LINK (UPPER) REAR SHOCK ABSORBER
AND COIL SPRING
REAR TRAILING
LINK (UPPER)
REAR TRAILING
LINK (LOWER) REAR STABILIZER
REAR STABILIZER
CONTROL LINK
REAR CROSSMEMBER
REAR LATERAL LINK (LOWER)

TOE CONTROL LINK
CHU0214S001
End Of Sie
02–14–1
REAR SUSPENSION
MULTI-LINK REAR SUSPENSION CONSTRUCTION
CHU021401016S03
Optimized Link and Shock Absorber Layout
Compliance toe control
• The suspension system layout is such that the
center axis line of the shock absorber intersects TOE-IN MOMENT
to the outside and rear of the virtual kingpin axis. CENTER AXIS OF
This layout ensures that the toe-in moment is SHOCK ABSORBER
constantly produced around the virtual kingpin VIRTUAL
axis of the rear wheels. Due to this, the rear KINGPIN AXIS
wheels constantly and securely provide a high
level of gripping power. INTERSECTS TO
REAR OF VIRTUAL
KINGPIN AXIS
CHU0214S002
Compliance camber control

• Initial load in the negative camber direction is
OFFSET
applied to the rear lateral links (upper/lower). COIL SPRING
MOMENT
Because of this, the bushings anchoring the rear REACTION FORCE
LENGTH
lateral links (upper/lower) to the rear INITIAL LOAD TO
crossmember are constantly pressed toward the LATERAL LINKS
rear lateral links. As a result, the central, non-
sensitive region of the bushing is not used,
thereby minimizing delayed steering response NEGATIVE
CAMBER
and suppressing parasitic (unnecessary) wheel MOMENT
movement in response to external disturbances.
Elongated links VERTICAL LOAD
• Elongated upper and lower rear lateral links have
CHU0214S003
been adopted. They reduce torsion applied to the
bushings on the rear crossmember side during
jounce and rebound of the rear wheels, providing smooth link behavior.
Improved Roadholding
• The damper lever ratio has been set at approx. 1 to improve the efficiency of shock absorber operation.
— Damper lever ratio:
shock absorber stroke (B)/wheel vertical
stroke (A)
— A layout with the damper lever ratio close to 1
makes it possible to provide a damping force
even during minute strokes. As result, A
excellent roadholding is exhibited in a variety B
of driving conditions.
End Of Sie
BHJ0214N005
REAR SHOCK ABSORBER CONSTRUCTION

CHU021428700S01
• As with the front shock absorber, a high-pressure gas-filled monotube shock absorber has been adopted.
• Placement of the rear coil springs below floor level reduces lateral spring force on the damper rods and thereby
minimizes friction.
• This layout also contributes to an enlarged trunk compartment space.
End Of Sie
02–14–2
REAR SUSPENSION
REAR CROSSMEMBER CONSTRUCTION
CHU021428400S01
• Adoption of a six-point rubber-mounting system rear crossmember ensures link support stiffness and isolates
vibration improving riding comfort and reducing road noise.
• Zero-stopper-clearance rubber bushings are installed at three points (the front, middle, and rear) of the
crossmembers, six locations in total, so that they form a three-dimensional triangle.
REAR CROSSMEMBER BUSHING
02–14
STRUCTURE
EXTERNAL
FORCE FROM
TIRE
CHU0214S004
• This construction provides the following benefits:

— Suppresses rear crossmember turning when lateral forces are applied, ensuring high camber stiffness.
— Bushing characteristics can be softened.
— Suppresses vibrations transmitted to the vehicle body.
End Of Sie
02–14–3
DRIVELINE/AXLE 03 SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 03-00

OUTLINE DRIVE SHAFT . . . . . . . . . . . . . 03-13
FRONT AXLE . . . . . . . . . . . . . . 03-11 DIFFERENTIAL . . . . . . . . . . . . 03-14
REAR AXLE . . . . . . . . . . . . . . . 03-12 PROPELLER SHAFT . . . . . . . . 03-15
03–00
Toc of SCT
03–00 OUTLINE
DRIVELINE/AXLE ABBREVIATIONS . . . 03–00–1 DRIVELINE/AXLE SPECIFICATIONS . . 03–00–2
DRIVELINE/AXLE FEATURES . . . . . . . . 03–00–1
End of Toc
DRIVELINE/AXLE ABBREVIATIONS
CHU030001018S03
AT Automatic Transmission
LSD Limited Slip Differential
MT Manual Transmission
End Of Sie
DRIVELINE/AXLE FEATURES
CHU030001018S01
• Double angular ball bearings with low rotational resistance adopted for the front and rear
axles
• Bell-shaped constant velocity joint adopted for the axle-side joint of the rear drive shaft
Improved driveability • Tripod-shaped constant velocity joint adopted for the differential-side joint of the rear drive
shaft
• Super-LSD adopted (with LSD)
• Carbon construction propeller shaft adopted (MT)
• Bell-shaped constant velocity joint adopted for the axle-side joint of the rear drive shaft
• Tripod-shaped constant velocity joint adopted for the differential-side joint of the rear drive
Reduced vibration and
shaft
noise
• Straight-line layout adopted for the propeller shaft to avoid formation of a crease angle with
the universal joint
Improved reliability • Crimped fixing type universal joint adopted for the propeller shaft
Improved serviceability • Unit bearings that require no preload adjustment adopted for the front and rear wheels
Weight reduction • Aluminum alloy adopted for the differential rear cover
End Of Sie
03–00–1
OUTLINE
DRIVELINE/AXLE SPECIFICATIONS
CHU030001018S02
Item Specification
Transmission type MT AT
Front axle
Bearing type Angular ball bearing
Rear axle
Bearing type Angular ball bearing
Rear drive shaft
Wheel side Bell joint
Joint type
Differential side Tripod joint
Left side:
31.0 {1.22} (Maximum diameter)
27.0 {1.06} (Minimum diameter) Left side: 25.0 {0.98}
Shaft diameter (mm {in})
Right side: Right side: 25.8 {1.02}
34.0 {1.34} (Maximum diameter)
27.0 {1.06} (Minimum diameter)
Rear differential
Reduction gear type Hypoid gear
Differential gear type Straight bevel gear
Ring gear size (inch) 8
Reduction ratio 4.444
Drive pinion 9
Number of gear teeth
Ring gear 40
Grade API service GL-5
Type
Viscosity SAE 90
Differential oil
Capacity
(L {US qt, Imp qt}) 1.3 {1.4, 1.1}
(approx. quantity)
Propeller shaft
Length (mm {in}) L 1,078 {42.44}
D1 76 {3.0} 82.6 {3.25}
Diameter (mm {in}) D2 71.5 {2.81} —
D3 76 {3.0} —
MT
D1 D2 D3
AT
D1
End Of Sie
03–00–2
FRONT AXLE
03–11 FRONT AXLE
FRONT AXLE OUTLINE . . . . . . . . . . . . . 03–11–1 FRONT AXLE CROSS-SECTIONAL
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–11–1
End of Toc
FRONT AXLE OUTLINE
CHU031104000S01
• For the front axle wheel bearing, unit-design angular ball bearings with low rotational resistance have been
adopted. Due to this, driveability and serviceability have been improved.
• The wheel hub component is integrated with the ABS wheel-speed sensor, improving reliability.
End Of Sie
FRONT AXLE CROSS-SECTIONAL VIEW 03–11
CHU031104000S02
End Of Sie
ANGULAR
BALL
BEARING
ABS
WHEEL-SPEED
SENSOR
CHU0311S001
03–11–1
REAR AXLE
03–12 REAR AXLE
REAR AXLE OUTLINE . . . . . . . . . . . . . . 03–12–1 REAR AXLE CROSS-SECTIONAL
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–12–1
End of Toc
REAR AXLE OUTLINE
CHU031205000S01
• As with the front axle, unit-design angular ball bearings have been adopted, improving driveability and
serviceability.
End Of Sie
REAR AXLE CROSS-SECTIONAL VIEW
CHU031205000S02
End Of Sie 03–12
ANGULAR
BALL
BEARING
CHU0312S001
03–12–1
DRIVE SHAFT
03–13 DRIVE SHAFT
REAR DRIVE SHAFT OUTLINE . . . . . . . 03–13–1 REAR DRIVE SHAFT
CROSS-SECTIONAL VIEW . . . . . . . . . . 03–13–1
End of Toc
REAR DRIVE SHAFT OUTLINE
CHU031325600S01
• For the axle-side joint, a bell-shaped constant velocity joint has been adopted, reducing vibration and noise.
• For the differential-side joint, a tripod-shaped constant velocity joint has been adopted to reduce slide
resistance, vibration and noise, as well as booming noise during high-speed driving.
End Of Sie
REAR DRIVE SHAFT CROSS-SECTIONAL VIEW 03–13
CHU031325600S02
End Of Sie
MT
AXLE-SIDE DIFFERENTIAL-SIDE
BELL JOINT TRIPOD JOINT
AT
AXLE-SIDE DIFFERENTIAL-SIDE
BELL JOINT TRIPOD JOINT
CHU0313S001
03–13–1
DIFFERENTIAL
03–14 DIFFERENTIAL
REAR DIFFERENTIAL OUTLINE . . . . . . 03–14–1 SUPER-LSD OPERATION . . . . . . . . . . . . 03–14–3
REAR DIFFERENTIAL Straight ahead driving . . . . . . . . . . . . . . 03–14–3
CONSTRUCTION . . . . . . . . . . . . . . . . . 03–14–1 Differential operation . . . . . . . . . . . . . . . 03–14–4
SUPER-LSD OUTLINE . . . . . . . . . . . . . . 03–14–2 Limited-slip operation . . . . . . . . . . . . . . 03–14–5
SUPER-LSD CONSTRUCTION . . . . . . . 03–14–2
End of Toc
REAR DIFFERENTIAL OUTLINE
CHU031427100S01
• For vehicles with LSD, a super-LSD with a low torque bias ratio* has been adopted to improve performance
when starting from a standstill, driving straight-ahead and response. 03–14
*Torque bias ratio: When a wheel slips due to a low-traction surface, the LSD provides proportionally more
torque to the opposite wheel. The torque bias ratio is the ratio of torque supplied to the right and left wheels in
such cases, and represents the performance capability of the LSD.
• It is rigidly attached to the transmission with a power plant frame in order to enhance the feeling of direct drive
when starting from a standstill and accelerating.
• A differential rear cover of aluminum alloy has been adopted for weight reduction.
End Of Sie
REAR DIFFERENTIAL CONSTRUCTION
CHU031427100S02
REAR DIFFERENTIAL
CHU0314S001
End Of Sie
03–14–1
DIFFERENTIAL
SUPER-LSD OUTLINE
CHU031427100S03
• The super-LSD is a torque-sensing type that provides improved driving stability due to the following
characteristics:
— Low torque bias ratio provides improved controllability (torque bias ratio: 2.0)
— Creation of initial torque provides improved starting from a standstill and acceleration/deceleration
response, and driving straight-ahead (initial torque: 49 N·m {5.0 kgf·m, 36 ft·lbf})
— Simplified construction provides weight reduction
• The gear case component of the super-LSD cannot be disassembled.
End Of Sie
SUPER-LSD CONSTRUCTION
CHU031427100S04
• Inside the super-LSD, taper rings that are fixed to the differential gear case have been placed between the
differential gear case and the side gears. Additionally, a cone is provided around the outer surface of the side
gear.
• Springs and retainers are positioned between the right and left side gears to provide initial torque to the taper
rings.
PINION GEAR SIDE GEAR
CONE
TAPER RING
RETAINER
SPRING
SIDE GEAR
CHU0314S002
End Of Sie
03–14–2
DIFFERENTIAL
SUPER-LSD OPERATION
CHU031427100S05
Straight ahead driving
• When driving straight, the right and left side gears rotate at the same speed, and the pinion and side gears
rotate together with the differential gear case. Input force from the ring gear is transmitted to the pinion gears
via the gear case and to the drive shaft via the side gears. Due to this, a speed difference between right and left
in the differential does not occur.
SIDE GEAR
03–14
DRIVE SHAFT
DRIVE SHAFT
PINION GEAR
: ROTATION DIRECTION
CHU0314S003
03–14–3
DIFFERENTIAL
Differential operation
• If the rotation speed between the right and left wheels becomes different (during normal driving), the pinion
gears rotate together while revolving around the center axle of the drive shaft, thereby absorbing the difference
in rotation speed. This mechanism serves as a differential.
ROTATION OF PINION GEAR
SLOW
FAST
ROTATION OF PINION GEAR
CHU0314S004
03–14–4
DIFFERENTIAL
Limited-slip operation
• If the differential encounters a condition requiring limited-slip control such as wheel spin, thrust force acts on
the side gears due to the reaction force from the meshing of the pinion and side gears. This thrust force
presses the side gears against the taper ring, generating friction between the side gear cone and the taper ring
and reducing the torque of the slipping wheel. The reduced torque is transmitted without change to the wheel
with higher traction, and the limited slip differential function is provided. The torque transmitted to the wheel
with higher traction is proportionate to the input torque of the ring gear.
TAPER RING 03–14
SIDE GEAR
SLOW FAST
(HIGHER TRACTION SIDE) (SPINNING)
THRUST FORCE THRUST FORCE
FORCE GENERATING FRICTION BETWEEN

SIDE GEAR AND TAPER RING
SLOW FAST
(HIGHER TRACTION SIDE) (SPINNING)
TORQUE FLOW
CHU0314S005
End Of Sie
03–14–5
PROPELLER SHAFT
03–15 PROPELLER SHAFT
STRUCTURE . . . . . . . . . . . . . . . . . . . . . . 03–15–1
End of Toc
STRUCTURE
CHU031525002S01
• A one-piece, double-jointed propeller shaft has been adopted for all models. For MT vehicles, a lightweight
propeller shaft, with a carbon fiber-reinforced resin pipe*, has been adopted. Due to this, oscillation is
controlled and noise vibration and harshness have been greatly reduced over a wide range.
Additionally, a weight reduction of approx. 3.7 kg {130 oz} has been achieved. (Compared to a two piece, steel-
construction propeller shaft)
• Due to the elimination of crease angle in the universal joint together with an in-line layout when viewed from 03–15
any angle for the powertrain (transmission, propeller shaft, and differential), booming noise has been
suppressed, and vibration and harsh noise have been greatly reduced.
A crimped-fixing method has been adopted for the universal joint.
* : Composite materials of an epoxy resin base reinforced with carbon fibers, whose winding angle has been
adjusted, provides unit strength and resilience.
YOKE
SEAL
CARBON FIBER REINFORCED RESIN
CAUTION LABEL
(POSITION MAY VARY SLIGHTLY FORWARD/REAR)
CHU0315N002
End Of Sie
03–15–1
BRAKES 04SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 04-00

OUTLINE ANTILOCK BRAKE
ON-BOARD DIAGNOSTIC . . . . 04-02 SYSTEM. . . . . . . . . . . . . . . . . 04-13
CONVENTIONAL BRAKE DYNAMIC STABILITY
SYSTEM . . . . . . . . . . . . . . . . . 04-11 CONTROL . . . . . . . . . . . . . . . 04-15
PARKING BRAKE
SYSTEM . . . . . . . . . . . . . . . . . 04-12 04–00
Toc of SCT
04–00 OUTLINE
BRAKE ABBREVIATIONS. . . . . . . . . . . . 04–00–1 BRAKE SPECIFICATIONS . . . . . . . . . . . 04–00–2
BRAKE FEATURES . . . . . . . . . . . . . . . . . 04–00–2
End of Toc
BRAKE ABBREVIATIONS
CHU040001021S03
ABS Antilock Brake System

CM Control Module
DSC Dynamic Stability Control
EBD Electronic Brakeforce Distribution
HU Hydraulic Unit
IG Ignition
LF Left Front
LR Left Rear
RF Right Front
RR Right Rear
SW Switch
TCS Traction Control System
End Of Sie
04–00–1
OUTLINE
BRAKE FEATURES
CHU040001021S01
Improved safety • Intrusion minimizing brake pedal adopted

• Electronic brakeforce distribution (EBD) control adopted
• ABS adopted
• Dynamic stability control (DSC) adopted
Improved braking force • Large diameter front disc brakes adopted
• Large diameter rear disc brakes adopted
• Large diameter power brake unit adopted
Improved serviceability • Combined sensor integrating the yaw rate and lateral-G sensors adopted
• Steering angle sensor that uses controller area network (CAN) adopted
• Enhanced malfunction diagnosis system for use with WDS or equivalent
Improved operability • Center lever type parking brake, adjustable from vehicle interior, adopted
Size and weight reduction • Integrated construction of the hydraulic unit (HU) and control module (CM) adopted for the
ABS HU/CM and DSC HU/CM
• Integrated construction of the front wheel hub component and front ABS wheel-speed sensor
adopted
Improved durability • Plunger type master cylinder adopted
End Of Sie
BRAKE SPECIFICATIONS
CHU040001021S02
Item Specification
Type Suspended design
Brake pedal Pedal lever ratio 2.8
Max. stroke (mm {in}) 140 {5.51}
Master Type Tandem (plunger type)
cylinder Cylinder bore (mm {in}) 22.22 {0.875}
Type Ventilated disc
Cylinder bore (mm {in}) 54.0 {2.13}
Pad dimensions (area x thickness)
Front brake 4,840 x 11 {7.744 x 0.43}
(disc) (mm2 x mm {in2 x in})
Disc plate dimensions
(outer diameter x thickness) Standard suspension: 303 x 24 {11.9 x 0.94}
Sport suspension: 323 x 24 {12.7 x 0.94}
(mm {in})
Type Ventilated disc
Cylinder bore (mm {in}) 42.85 {1.687}
Pad dimensions (area x thickness)
Rear brake 3,330 x 9 {5.328 x 0.4}
(disc) (mm2 x mm {in2 x in})
Disc plate dimensions
(outer diameter x thickness) 302 x 18 {11.9 x 0.71}
(mm {in})
Vacuum multiplier
Power brake Type
Single diaphragm
unit
Rear wheel
braking force Type EBD (Electronic brakeforce distribution)
control device
Type Mechanical two-rear-wheel control
Parking brake
Operation system Center lever type
Brake fluid Type SAE J1703, FMVSS 116 DOT3
End Of Sie
04–00–2
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM ON-BOARD DIAGNOSTIC SYSTEM ACTIVE
OUTLINE (ABS, DYNAMIC STABILITY COMMAND MODES FUNCTION
CONTROL) . . . . . . . . . . . . . . . . . . . . . . 04–02–1 (ABS, DYNAMIC STABILITY
Block Diagram . . . . . . . . . . . . . . . . . . . 04–02–2 CONTROL) . . . . . . . . . . . . . . . . . . . . . . . 04–02–7
ON-BOARD DIAGNOSTIC SYSTEM Active Command Modes Table
FUNCTION (ABS, DYNAMIC STABILITY (Vehicles with ABS). . . . . . . . . . . . . . . 04–02–7
CONTROL) . . . . . . . . . . . . . . . . . . . . . . 04–02–2 Active Command Modes Table
Malfunction Detection Function . . . . . . 04–02–2 (Vehicles with DSC) . . . . . . . . . . . . . . 04–02–8
Memory Function . . . . . . . . . . . . . . . . . 04–02–3 ON-BOARD DIAGNOSTIC SYSTEM
Fail-safe Function . . . . . . . . . . . . . . . . 04–02–3 EXTERNAL TESTER COMMUNICATION
ON-BOARD DIAGNOSTIC SYSTEM FUNCTION (ABS, DYNAMIC STABILITY
PID/DATA MONITOR FUNCTION CONTROL) . . . . . . . . . . . . . . . . . . . . . . . 04–02–8
(ABS, DYNAMIC STABILITY Connections and Communication
CONTROL) . . . . . . . . . . . . . . . . . . . . . . 04–02–6 Contents . . . . . . . . . . . . . . . . . . . . . . . 04–02–8 04–02
PID/DATA Monitor Table Serial communication . . . . . . . . . . . . . . 04–02–8
(Vehicles with ABS) . . . . . . . . . . . . . . 04–02–6 DLC-2 CONSTRUCTION . . . . . . . . . . . . . 04–02–9
PID/DATA Monitor Table
(Vehicles with DSC) . . . . . . . . . . . . . . 04–02–7
End of Toc
ON-BOARD DIAGNOSTIC SYSTEM OUTLINE (ABS, DYNAMIC STABILITY CONTROL)
CHU040243000S01
input/output signals and a simulation function that allows for override operation of output parts (such as
solenoid valves).
• The data link connector 2 (DLC-2), which groups together all the connectors used for malfunction diagnosis
and detecting/repair into a single location, has been adopted, thereby improving serviceability. Diagnosis is
performed by connecting the WDS or equivalent to the DLC-2.
diagnostic tester, and to access the PID/data monitor and simulation functions, providing enhanced
malfunction diagnosis and improved serviceability.
04–02–1
ON-BOARD DIAGNOSTIC
Block Diagram
BRAKE
DSC ABS
DSC OFF SYSTEM
INDICATOR WARNING
LIGHT* WARNING
LIGHT* LIGHT
LIGHT
ON-BOARD DIAGNOSTIC FUNCTION
MALFUNCTION
INDICATION
FUNCTION
MEMORY
DLC-2
FUNCTION
SERIAL
COMMUNICATION
WDS OR
MALFUNCTION PID/DATA ACTIVE EQUIVALENT
DETECTION MONITOR COMMAND
FUNCTION FUNCTION FUNCTION
HU
FAIL-SAFE INSPECTION
FUNCTION FUNCTION
INPUT OUTPUT
NORMAL CONTROL AREA
DEVICES DEVICES
*ONLY VEHICLES WITH DSC

CHU0402S001
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM FUNCTION (ABS, DYNAMIC STABILITY CONTROL)
CHU040243000S02
• The malfunction detection function detects malfunctions in the input/output signal system of the ABS HU/CM
(vehicles with ABS) or DSC HU/CM (vehicles with DSC) when the ignition switch is at the ON position.
• When the ABS HU/CM and DSC HU/CM are started up, the following malfunction detections are performed.
ABS HU/CM
— The ABS and brake system warning lights illuminate for approx. 3 s when the ignition switch is turned to
the ON position to inspect for open circuits in the lights. At the same time, the fail-safe relay is operated,
and the input/output signals of each part is monitored for malfunction diagnosis. After starting to drive, the
first time the vehicle speed is approx. 10 km/h {6.2 mph} or more the pump motor is operated and
malfunction diagnosis is performed again.
DSC HU/CM
— The ABS and brake system warning lights, DSC OFF and DSC indicator lights illuminate for approx. 3 s
when the ignition switch is turned to the ON position to inspect for open circuits in the lights. At the same
time, the fail-safe relay is operated, and the input/output signals of each part is monitored for malfunction
diagnosis. After starting to drive, the first time the vehicle speed is approx. 10 km/h {6.2 mph} or more the
pump motor is operated and malfunction diagnosis is performed again.
• When malfunctions are detected, the corresponding lights are illuminated to alert the driver. Using the external
tester communication function, DTCs can be output through the DLC-2 terminal KLN. At the same time,
malfunction detection results are sent to the memory and fail-safe functions.
04–02–2
ON-BOARD DIAGNOSTIC
Memory Function
• The memory function stores DTCs of malfunctions in input/output signal systems. With this function, once a
• Since the ABS HU/CM or DSC HU/CM has a built-in non-volatile memory, DTCs are not cleared even if the
battery is removed. Therefore, it is necessary to clear the memory after performing repairs. Refer to the
Workshop Manual for the DTC clearing procedure.
Fail-safe Function
• When the malfunction detection function determines a malfunction, each light illuminates to advise the driver.
At this time, the fail-safe function controls the ABS, EBD, TCS* and DSC* as shown in the fail-safe function
table.
*: Only vehicles with DSC
Warning
• If EBD control is suspended the rear wheels could lock-up before the front wheels. If this occurs, 04–02
the vehicle could swerve and become unstable. Therefore always inspect the system immediately
if EBD control is suspended.
Fail-safe Function Malfunction Contents (Vehicles With ABS)
Fail-safe function
DTC number
Warning light illumination status Control status
Malfunction Brake system
location WDS or
warning light (when
equivalent ABS warning light ABS control EBD control
parking brake is
display
released)
Power supply system B1318 Illuminated*1 Illuminated*1 Control enabled Control enabled
ABS HU/CM system B1342 Illuminated Illuminated Control disabled Control disabled
C1145
C1148
C1155
ABS wheel-speed C1158 Control
Illuminated Not illuminated*2 Control disabled
sensor system C1165 enabled*3
C1168
C1175
C1178
C1233
ABS wheel-speed C1234 Control
sensor/ABS sensor Illuminated Not illuminated*4 Control disabled
rotor systems C1235 enabled*5
C1236
C1194
C1198
C1210
Solenoid valve C1214 Control
Illuminated Illuminated*6 Control disabled
system C1242 disabled*7
C1246
C1250
C1254
ABS HU/CM internal
C1140 Illuminated Not illuminated Control disabled Control enabled
pump system
Solenoid valve, pump C1510
motor, ABS wheel C1511 Control
Illuminated Not illuminated*2 Control disabled
speed sensor/ABS C1512 enabled*3
sensor rotor systems C1513
Fail-safe relay C1186 Illuminated Control disabled
Illuminated Control disabled
system C1266 Not illuminated Control enabled
04–02–3
ON-BOARD DIAGNOSTIC
Fail-safe function
DTC number
Warning light illumination status Control status
Malfunction Brake system
location WDS or
warning light (when
equivalent ABS warning light ABS control EBD control
parking brake is
display
released)
Pump motor, motor C1095
Illuminated Not illuminated Control disabled Control enabled
relay systems C1096
U1900 Control enabled Control enabled
CAN line system Not illuminated Not illuminated
U2516 Control enabled Control enabled
*1
: If the ignition voltage returns to normal, the light goes out.
*2
: Illuminates when either rear or both front wheels are abnormal.
*3
: Control disabled when both rear or both front wheels are abnormal.
*4
: Illuminates when either rear wheel is abnormal.
*5
: Control disabled when both rear wheels are abnormal.
*6
: Does not illuminate when either front wheel solenoid valve malfunctions (stuck off).
*7
: Control enabled when the front wheel pressure increase and the rear wheel pressure decrease solenoid
valves malfunction (stuck off).
Fail-safe Function Malfunction Contents (Vehicles With DSC)
DTC Fail-safe function

number Warning light illumination status Control status
Brake
Malfunction system
WDS or
location ABS warning DSC
equivale DSC OFF ABS EBD TCS DSC
warning light (when indicator
nt light control Control control control
light parking light
Display
brake is
released)
Control Control Control
Power supply Illuminated Not Illuminated Not Control
B1318 *1 *1
disabled disabled disabled
system illuminated illuminated *2 enabled *2 *2
DSC HU/CM Control Control Control Control

B1342 Illuminated Illuminated Illuminated Illuminated
system disabled disabled disabled disabled
Brake switch B1484 Not Not Control Control Control Control
Illuminated Illuminated
signal system C1953 illuminated illuminated disabled enabled disabled disabled
DSC HU/CM
Not Not Control Control Control Control
configuration B2477 Illuminated Illuminated
illuminated illuminated disabled enabled disabled disabled
system
DSC OFF Not Not Control Control Control Control
C1093 Illuminated Illuminated
switch system illuminated illuminated enabled enabled disabled disabled
Pump motor, C1095
motor relay Illuminated Illuminated
C1096 illuminated illuminated disabled enabled disabled disabled
systems
PCM C1119
Not Not Not Control Control Control Control
communication Illuminated
C1134 illuminated illuminated illuminated enabled enabled disabled disabled
system
C1145
C1155
C1165
ABS wheel- C1175 Not Not Control Control Control Control
speed sensor Illuminated Illuminated
C1233 illuminated illuminated disabled enabled disabled disabled
system
C1234
C1235
C1236
04–02–4
ON-BOARD DIAGNOSTIC
Brake
Malfunction system
WDS or
light parking light
Display
brake is
released)
ABS wheel- C1148
speed sensor/ C1158 Not Not Control Control Control Control
Illuminated Illuminated
ABS sensor C1168 illuminated illuminated disabled enabled disabled disabled
rotor systems C1178
ABS wheel-
speed sensor Not Control Control Control Control 04–02
C1222 Illuminated Illuminated Illuminated
(slip monitor) illuminated disabled disabled disabled disabled
system
Valve relay C1186 Not Control Control Control Control
Illuminated Illuminated Illuminated
system C1266 illuminated disabled disabled disabled disabled
C1194
C1198
C1210
C1214
C1242
Solenoid valve C1246 Not Control Control Control Control
Illuminated Illuminated Illuminated
system C1250 illuminated disabled disabled disabled disabled
C1254
C1400
C1410
C1957
C1958
C1288
Brake fluid C1290
pressure sensor C1440 Illuminated Illuminated
system C1730
C1954
C1295
C1306
C1307
Steering angle Not Not Not Control Control Control Control
C1937 Illuminated
sensor system illuminated illuminated illuminated enabled enabled disabled disabled
C1938
C1956
C2778
C1279
C1280
C1281
Combined C1282 Not Not Not Control Control Control Control
Illuminated
sensor system C1951 illuminated illuminated illuminated enabled enabled disabled disabled
C1952
C1959
C2768
Incorrect DSC
HU/CM C1805 Illuminated Illuminated
installed
Control Control Control
DSC HU/CM Illuminated Not Illuminated Not Control
C1994 *3 *3
disabled disabled disabled
control system illuminated illuminated *4 enabled *4 *4
04–02–5
ON-BOARD DIAGNOSTIC
Brake
Malfunction system
WDS or
light parking light
Display
brake is
released)
Not Control
illuminated Not Control Control Control
CAN U1900 Illuminated Illuminated enabled
*5 illuminated *6 enabled disabled disabled
communication
system Not Not Control Control Control Control
U2516 Illuminated Illuminated
*1
: If the ignition voltage returns to normal, the light goes out.
*2
: If the ignition voltage returns to normal, control is enabled.
*3
: Light goes out if the malfunction is repaired.
*4
: Control enabled if the malfunction is repaired.
*5
: Illuminates if tire size data cannot be received.
*6
: Control is disabled if tire size data cannot be received.
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM PID/DATA MONITOR FUNCTION (ABS, DYNAMIC STABILITY
CONTROL)
CHU040243000S03
• The PID/data monitor function is used for optionally selecting input/output signal monitor items preset in the
ABS HU/CM or DSC HU/CM and reading them out in real-time.
PID/DATA Monitor Table (Vehicles with ABS)

Unit/Condition
PID/data monitor item Input/output part
(Tester display)
ABS_LAMP ABS warning light On/Off
ABS_VOLT Battery V
ABSLF_I LF inlet solenoid valve On/Off
ABSLF_O LF outlet solenoid valve On/Off
ABSLR_I LR inlet solenoid valve On/Off
ABSLR_O LR outlet solenoid valve On/Off
ABSPMPRLY Pump motor relay On/Off
ABSRF_I RF inlet solenoid valve On/Off
ABSRF_O RF outlet solenoid valve On/Off
ABSRR_I RR inlet solenoid valve On/Off
ABSRR_O RR outlet solenoid valve On/Off
ABSVLVRLY Valve control relay On/Off
BOO_ABS Brake switch On/Off
BRAKE_LMP Brake system warning light On/Off
CCNTABS Number of continuous DTCs —
LF_WSPD ABS wheel-speed sensor (LF) KPH, MPH
LR_WSPD ABS wheel-speed sensor (LR) KPH, MPH
PMPSTAT Pump motor On/Off
RF_WSPD ABS wheel-speed sensor (RF) KPH, MPH
RR_WSPD ABS wheel-speed sensor (RR) KPH, MPH
04–02–6
ON-BOARD DIAGNOSTIC
PID/DATA Monitor Table (Vehicles with DSC)
Unit/Condition
PID/data monitor item Input/output part
(Tester display)
ABS_LAMP ABS warning light On/Off
ABS_VOLT Battery V
ABSLF_I LF inlet solenoid valve On/Off
ABSLF_O LF outlet solenoid valve On/Off
ABSLR_I LR inlet solenoid valve On/Off
ABSLR_O LR outlet solenoid valve On/Off
ABSRF_I RF inlet solenoid valve On/Off
ABSRF_O RF outlet solenoid valve On/Off
ABSRR_I RR inlet solenoid valve On/Off
ABSRR_O RR outlet solenoid valve On/Off
BOO_ABS Brake switch On/Off 04–02
BRAKE_LMP Brake system warning light On/Off
CCNTABS Number of continuous DTCs —
L_DSC O LH stability control solenoid valve On/Off
LAT ACC Lateral-G sensor G
LF_WSPD ABS wheel-speed sensor (LF) KPH, MPH
LR_WSPD ABS wheel-speed sensor (LR) KPH, MPH
MCYLIP Brake fluid pressure sensor kPa, psi, Bar
PMPSTAT Pump motor On/Off
R_DSC O RH stability control solenoid valve On/Off
RF_WSPD ABS wheel-speed sensor (RF) KPH, MPH
RPM PCM (engine speed) RPM
RR_WSPD ABS wheel-speed sensor (RR) KPH, MPH
SWA POS Steering angle sensor °
TC LVAL LH traction switch solenoid valve On/Off
TC RVAL RH traction switch solenoid valve On/Off
TPI PCM (throttle opening angle) %
YAW_RATE Combined sensor deg./s
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM ACTIVE COMMAND MODES FUNCTION (ABS, DYNAMIC STABILITY
CONTROL)
CHU040243000S04
• The active command modes function is used for optionally selecting active command modes items of input/
output parts preset in the ABS HU/CM or DSC HU/CM, and to operate them regardless of CM control.
• To protect the hydraulic unit interior, operate output related parts for only 10 s or less when using the active
command modes function.
Active Command Modes Table (Vehicles with ABS)

Operation
Command name Output part name Operation
condition
ABS_POWER Power relay
LF_INLET LF inlet solenoid valve
LF_OUTLET LF outlet solenoid valve
LR_INLET LR inlet solenoid valve
LR_OUTLET LR outlet solenoid valve Ignition switch at
On/Off
PMP_MOTOR Pump motor ON
RF_INLET RF inlet solenoid valve
RF_OUTLET RF outlet solenoid valve
RR_INLET RR inlet solenoid valve
RR_OUTLET RR outlet solenoid valve
04–02–7
ON-BOARD DIAGNOSTIC
Active Command Modes Table (Vehicles with DSC)
Operation
Command name Output part name Operation
condition
Combined sensor (lateral acceleration) initialization
LATACCEL TRUE/FALSE
start-up
LF_DSC_V LF stability control valve
LF_INLET LF inlet solenoid valve
LF_OUTLET LF outlet solenoid valve
LF_TC_VLV LF traction control valve
LR_INLET LR inlet solenoid valve
LR_OUTLET LR outlet solenoid valve
PMP_MOTOR Pump motor On/Off Ignition switch at
ON
RF_DSC_V RF stability control valve
RF_INLET RF inlet solenoid valve
RF_OUTLET RF outlet solenoid valve
RF_TC_VLV RF traction control valve
RR_INLET RR inlet solenoid valve
RR_OUTLET RR outlet solenoid valve
SAS_CAL Steering angle sensor initialization start-up TRUE/FALSE
YAWRATE Combined sensor (yaw rate) initialization start-up On/Off
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM EXTERNAL TESTER COMMUNICATION FUNCTION (ABS, DYNAMIC
STABILITY CONTROL)
CHU040243000S05
• The external tester communication function enables communication of diagnostic data (DTC read-outs, input/
output signal read-outs, and operation of input/output parts) between the ABS HU/CM or the DSC HU/CM and
an external tester.
Connections and Communication Contents

External tester
WDS or equivalent
Self-diagnosis (malfunction
Input/output: KLN terminal Serial communication
detection) function
Data monitor function Input/output: KLN terminal Serial communication
Active command modes
Input/output: KLN terminal Serial communication
function
Serial communication
• Serial communication (two-way communication) allows for multiple data to be sent and received instantly along
the same line.
• By connecting the WDS or equivalent to the DLC-2, diagnostic data can be sent and received between the
WDS or equivalent and the ABS HU/CM or DSC HU/CM using the KLN terminal (within the DLC-2).
• The ABS HU/CM or DSC HU/CM receives the command signals of the malfunction detection function, PID/data
monitor function, and the active command modes function from the WDS or equivalent, and sends DTCs and
data regarding the operating condition and status of each input/output part to the WDS or equivalent.
DLC-2
CHU0413W001
04–02–8
ON-BOARD DIAGNOSTIC
Diagnostic function name Signal received Signal sent
Command signal to read selected Monitored data for requested monitor
PID/data monitor function
monitor item item
Operation command signal for selected
Active command modes function Input/output part name
active command modes item
End Of Sie
DLC-2 CONSTRUCTION
CHU040243000S06
• A connector (DLC-2) conforming to International Organization for Standardization (ISO) standards has been
added.
been adopted for this connector. The connector has a 16-pin construction that includes the KLN, CAN_H,
CAN_L, GND1, GND2 and B+ terminals.
04–02
DLC-2
B+ CAN_L
KLN CAN_H GND2 GND1
CHU0402S002
Terminal Function
KLN Serial communication terminal (malfunction diagnosis use)
End Of Sie
04–02–9
CONVENTIONAL BRAKE SYSTEM
04–11 CONVENTIONAL BRAKE SYSTEM
CONVENTIONAL BRAKE SYSTEM MASTER CYLINDER
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 04–11–1 CONSTRUCTION . . . . . . . . . . . . . . . . . . 04–11–3
CONVENTIONAL BRAKE SYSTEM POWER BRAKE UNIT
STRUCTURAL VIEW . . . . . . . . . . . . . . 04–11–1 CONSTRUCTION . . . . . . . . . . . . . . . . . . 04–11–3
INTRUSION-MINIMIZING BRAKE FRONT BRAKE (DISC)
PEDAL FUNCTION . . . . . . . . . . . . . . . . 04–11–2 CONSTRUCTION . . . . . . . . . . . . . . . . . . 04–11–3
INTRUSION-MINIMIZING BRAKE REAR BRAKE (DISC)
PEDAL OPERATION . . . . . . . . . . . . . . 04–11–2 CONSTRUCTION . . . . . . . . . . . . . . . . . . 04–11–4
End of Toc
CONVENTIONAL BRAKE SYSTEM OUTLINE
CHU041101021S01
• A brake pedal with an intrusion minimizing mechanism has been adopted. As a result, driver safety has been
improved. 04–11
• A plunger-type master cylinder has been adopted, improving durability and response.
• A large diameter, single diaphragm power brake unit has been adopted, improving braking force.
• A large diameter, ventilated disc-type front brake has been adopted, improving braking force.
• A large diameter, ventilated disc-type rear brake has been adopted, improving braking force.
End Of Sie
CONVENTIONAL BRAKE SYSTEM STRUCTURAL VIEW
CHU041101021S02
REAR BRAKE (DISC)
POWER BRAKE UNIT

MASTER CYLINDER
BRAKE PEDAL
FRONT BRAKE (DISC)
CHU0411S001
End Of Sie
04–11–1
INTRUSION-MINIMIZING BRAKE PEDAL FUNCTION
CHU041143300S01
• An intrusion-minimizing brake pedal, which minimizes the amount of rearward pedal thrust in a frontal collision,
has been adopted. Due to this, impact force to the lower body of the driver is softened.
End Of Sie
INTRUSION-MINIMIZING BRAKE PEDAL OPERATION
CHU041143300S02
• In a frontal collision, the brake pedal is forced rearward by the movement of the engine and other parts.
• Brackets A and B break away from bracket C, which is fixed to the body.
• Bracket B is freed allowing it and the pedal arm to rotate together at pivot fulcrum D of bracket A, thereby
preventing the rearward movement of the brake pedal.
BRACKET C
BRACKET B
FULCRUM D
BRACKET A
PEDAL ARM
NORMAL CONDITION DURING COLLISION

CHU0411S002
End Of Sie
04–11–2
MASTER CYLINDER CONSTRUCTION
CHU041143400S01
• A plunger-type master cylinder with a 22.22 mm {0.875 in} bore has been adopted, improving durability.
Note
• Plunger type: A system where the cups are fixed on the cylinder, and the piston slides through the inner
perimeter of the cups.
• For vehicles with DSC, the master cylinder outlet pipe diameter has been increased, improving response during
DSC operation.
• Except for the reservoir, the master cylinder cannot be disassembled. Therefore, if there is any malfunction in
the interior of the master cylinder, replace the cylinder component without disassembling.
End Of Sie
RESERVE TANK
04–11
CYLINDER COMPONENT
CHU0411S003
POWER BRAKE UNIT CONSTRUCTION

CHU041143800S01
• A 10-inch, large diameter, single diaphragm type
power brake unit has been adopted for all models,
achieving compatibility between high braking
performance and excellent brake feeling.
End Of Sie
CHU0411S004
FRONT BRAKE (DISC) CONSTRUCTION

CHU041133980S01
Standard Suspension Specification Vehicles
• Ventilated disc type front brakes with a 303 mm {11.9 in} diameter and 24 mm {0.94 in} thickness have been
adopted.
Sport Suspension Specification Vehicles
• Large diameter, ventilated disc type front brakes with a 323 mm {12.7 in} diameter and 24 mm {0.94 in}
thickness have been adopted.
• The number of ribs in the ventilated plate have
been increased, improving fade resistance.
End Of Sie
BHJ0411N012
04–11–3
REAR BRAKE (DISC) CONSTRUCTION
CHU041126980S01
• A large diameter, ventilated disc type rear brake
with a 302 mm {11.9 in} diameter and 18 mm
{0.71 in} thickness has been adopted for all
models, improving braking force and fade
resistance.
End Of Sie
BHJ0411N013
04–11–4
PARKING BRAKE SYSTEM
04–12 PARKING BRAKE SYSTEM
PARKING BRAKE SYSTEM PARKING BRAKE SYSTEM
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 04–12–1 STRUCTURAL VIEW . . . . . . . . . . . . . . . 04–12–1
End of Toc
PARKING BRAKE SYSTEM OUTLINE
CHU041201022S01
• A center lever type parking brake that can be adjusted from the vehicle interior has been adopted, improving
operability.
• Parking brake lever adjustment can easily be performed by removing the service hole cover in the rear
console, improving serviceability.
End Of Sie
PARKING BRAKE SYSTEM STRUCTURAL VIEW
CHU041201022S02
04–12
PARKING BRAKE LEVER
SERVICE HOLE COVER
ADJUSTING NUT
CHU0412S001
End Of Sie
04–12–1
ANTILOCK BRAKE SYSTEM
04–13 ANTILOCK BRAKE SYSTEM
ABS OUTLINE. . . . . . . . . . . . . . . . . . . . . 04–13–1 EBD CONTROL OUTLINE . . . . . . . . . . . . 04–13–8
ABS STRUCTURAL VIEW . . . . . . . . . . . 04–13–1 Features . . . . . . . . . . . . . . . . . . . . . . . . 04–13–8
ABS SYSTEM WIRING DIAGRAM . . . . . 04–13–2 Block Diagram. . . . . . . . . . . . . . . . . . . . 04–13–8
ABS HU/CM CONSTRUCTION. . . . . . . . 04–13–3 EBD CONTROL OPERATION . . . . . . . . . 04–13–8
ABS HU PART FUNCTION . . . . . . . . . . . 04–13–3 Operating Condition Transition
ABS HU PART CONSTRUCTION/ Diagram. . . . . . . . . . . . . . . . . . . . . . . . 04–13–9
OPERATION . . . . . . . . . . . . . . . . . . . . . 04–13–3 CONTROLLER AREA NETWORK (CAN)
Structure . . . . . . . . . . . . . . . . . . . . . . . 04–13–3 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 04–13–9
Operating . . . . . . . . . . . . . . . . . . . . . . . 04–13–4 Data sent. . . . . . . . . . . . . . . . . . . . . . . . 04–13–9
ABS CM PART FUNCTION. . . . . . . . . . . 04–13–6 Data received . . . . . . . . . . . . . . . . . . . . 04–13–9
Function Table . . . . . . . . . . . . . . . . . . . 04–13–6 ABS WHEEL-SPEED SENSOR
ABS CONTROL OUTLINE . . . . . . . . . . . 04–13–6 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 04–13–10
Block Diagram . . . . . . . . . . . . . . . . . . . 04–13–6 ABS WHEEL-SPEED SENSOR
ABS CONTROL OPERATION . . . . . . . . 04–13–7 CONSTRUCTION/OPERATION . . . . . . . 04–13–10 04–13
Operating Condition Transition Structure . . . . . . . . . . . . . . . . . . . . . . . . 04–13–10
Diagram . . . . . . . . . . . . . . . . . . . . . . . 04–13–7 Operation . . . . . . . . . . . . . . . . . . . . . . . 04–13–10
End of Toc
ABS OUTLINE
CHU041343000S01
• The ABS HU/CM, integrating both the hydraulic unit (HU) and control module (CM), has been adopted,
resulting in size and weight reduction.
• A front wheel hub component with an integrated front ABS wheel-speed sensor has been adopted for improved
reliability and size and weight reduction.
• Electronic brakeforce distribution (EBD) control has been adopted, resulting in improved safety and handling
stability.
End Of Sie
ABS STRUCTURAL VIEW
CHU041343000S02
BRAKE SYSTEM
WARNING LIGHT
REAR ABS
WHEEL-SPEED SENSOR
ABS WARNING LIGHT
REAR ABS SENSOR ROTOR
ABS HU/CM
FRONT ABS WHEEL-SPEED SENSOR/

ABS SENSOR ROTOR
CHU0413S001
End Of Sie
04–13–1
ABS SYSTEM WIRING DIAGRAM
CHU041343000S03
ABS/DSC 60 A ABS WARNING LIGHT
BRAKE SYSTEM
WARNING LIGHT
ENGINE 15 A
Z AA
IG SW U
G
RF
D
ABS I AB
WHEEL- LF
E
SPEED
SENSOR A
RR CAN DRIVER
B
C
LR AD
F
BATTERY
INSTRUMENT CLUSTER
CAN_H
CAN DRIVER O
R
CAN_L
CAN DRIVER
ABS HU/CM PCM
BRAKE SWITCH
Y
V
AUDIO UNIT, CAR-NAVIGATION UNIT,

BRAKE LIGHT AUTO LEVELING CONTROL MODULE
AC
X
DLC-2
CHU0402W007
End Of Sie
04–13–2
ABS HU/CM CONSTRUCTION
CHU041343750S01
• A high reliability, reduced size and weight ABS
HU/CM, integrating both the ABS HU and ABS
CM, has been adopted.
End Of Sie
BHJ0413N002
ABS HU PART FUNCTION

CHU041343750S02 04–13
• The ABS HU adjusts the fluid pressure to the caliper pistons by controlling (on/off) each solenoid valve and
pump motor according to signals from the ABS CM.
End Of Sie
ABS HU PART CONSTRUCTION/OPERATION
CHU041343750S03
Structure
• The ABS HU mainly consists of the inlet/outlet solenoid valves, pump motor (pump) and reserve.
Hydraulic Circuit Diagram
MASTER CYLINDER
CALIPER
CALIPER INLET
PISTON
PISTON SOLENOID
VALVE INLET
SOLENOID
VALVE
RF RR
OUTLET
SOLENOID
VALVE
OUTLET
SOLENOID
RESERVE PUMP VALVE
OUTLET
OUTLET SOLENOID
SOLENOID VALVE
VALVE
PUMP INLET
MOTOR SOLENOID
VALVE
LF
LR
INLET
CALIPER
SOLENOID
PISTON
VALVE
CALIPER
PISTON
CHU0413S005
04–13–3
Function Of Main Component Parts
Part name Function
Inlet solenoid valve • Adjusts the fluid pressure in each brake system according to ABS CM signals.
Outlet solenoid valve • Adjusts the fluid pressure in each brake system according to ABS CM signals.
• Temporarily stores the brake fluid from the caliper piston to ensure smooth
Reserve
pressure reduction.
Pump • Returns brake fluid stored in the reserve back to the master cylinder.
Pump motor • Operates the pump according to ABS CM signals.
Operating
Normal braking or pressure increase mode
• During normal braking or pressure increase mode the inlet and outlet solenoid valves are not energized: the
inlet solenoid valve is open and the outlet solenoid valve is closed. Brake fluid pressure from the master
cylinder flows through the inlet solenoid valve and is transmitted to the caliper piston. At this time, the pump
motor does not operate. (Description for single front wheel only)
Solenoid valve operation table
Inlet solenoid Outlet solenoid Pump motor,
valve valve pump
OFF (open) OFF (closed) Stopped
INLET MASTER CYLINDER

SOLENOID
VALVE
RF
OUTLET
SOLENOID
VALVE
PUMP
RESERVE
PUMP
MOTOR
CHU0413S006
Pressure reduction mode

• During pressure reduction mode, when the wheels may possibly lock-up due to emergency braking or similar,
the inlet solenoid valve closes and the outlet solenoid valve opens. The brake fluid being applied to the caliper
piston flows out through the outlet solenoid valve into the reserve tank, thereby decreasing pressure. During
this operation, the pump motor operates, returning the brake fluid stored in the reserve tank to the master
cylinder. (Description for single front wheel only)
04–13–4
valve valve pump
ON (closed) ON (open) Operating
INLET MASTER CYLINDER

SOLENOID
VALVE
RF
04–13
OUTLET
SOLENOID
VALVE
PUMP
RESERVE
PUMP
MOTOR
CHU0413S007
Pressure maintain mode

• During pressure maintain mode, both the inlet and outlet solenoid valves are closed. The path for the brake
fluid being applied to the caliper piston is blocked and brake fluid pressure is maintained. (Description for single
front wheel only)
valve valve pump
ON (closed) OFF (closed) Stopped
End Of Sie
MASTER CYLINDER
INLET
SOLENOID
VALVE
RF
OUTLET
SOLENOID
VALVE PUMP
RESERVE
PUMP
MOTOR
CHU0413S008
04–13–5
ABS CM PART FUNCTION
CHU041343750S04
• The ABS CM detects the vehicle wheel speeds based on the signals from the four ABS wheel- speed sensors.
The CM calculates the rotation condition of each wheel from the relation between the detected vehicle wheel
speed and the estimated (based on the detected speed) vehicle speed from there on. It then accordingly
controls brake fluid pressure to each wheel to prevent lock-up.
Function Table
Function name Contents
ABS control function • Controls brake fluid pressure when braking to maintain directional
stability, ensure steerability and reduce stopping distance.
Electronic brakeforce distribution (EBD) control • Constantly controls proper distribution of brake fluid pressure to the front
function and rear wheels according to vehicle load, road surface and vehicle
speed conditions to prevent early lock-up of the rear wheels.
Vehicle speed output function • Outputs the vehicle speed signal to the audio unit, car-navigation unit
and the auto leveling control module.
• Outputs the wheel speed signal and ABS system warning control data
via CAN lines.
On-board diagnostic system • Main components of the ABS control system have a self-diagnosis
function. In case a malfunction occurs, warning lights illuminate to alert
the driver, and at the same time a DTC is stored in the ABS HU/CM.
• When a malfunction is determined as a result of on-board diagnosis,
system control is suspended or limited to prevent any dangerous
situation while driving.
End Of Sie
ABS CONTROL OUTLINE
CHU041343750S05
• ABS control occurs when wheel slip is determined by the ABS CM (based on the four ABS wheel-speed
sensors). Then, the ABS HU inlet and outlet solenoid valves are operated and brake fluid pressure is controlled
accordingly to prevent wheel lock-up.
• Use of ABS control during emergency braking or on slippery road surfaces allows directional stability to be
maintained, steerability ensured and stopping distance to be reduced.
• The ABS control system has independent front wheel control and unified control (select low) for the rear
wheels.
Note
• Select low control: A control system in which the left and right vehicle wheel speeds are compared and
brake fluid pressure is controlled according to the wheel most likely to lock-up.
Block Diagram
ABS HU/CM
CM HU
ABS WHEEL-SPEED
CALIPER PISTON (LF)
SENSOR (LF)
SOLENOID
VALVE
ABS WHEEL-SPEED
CALIPER PISTON (RF)
SENSOR (RF)
CPU
ABS WHEEL-SPEED
SENSOR (LR)
PUMP
MOTOR
CALIPER PISTON (LR)
ABS WHEEL-SPEED
SENSOR (RR)
CALIPER PISTON (RR)
CHU0413S009
End Of Sie
04–13–6
ABS CONTROL OPERATION
CHU041343750S06
• When the ABS CM determines wheel slip conditions based on the signals from the ABS wheel-speed sensors
during braking, the ABS CM operates the ABS HU inlet and outlet solenoid valves, reducing and maintaining
brake fluid pressure in accordance with the wheel slip factors. Then, when the wheel slip condition has passed,
brake fluid pressure is increased and maintained, ensuring braking with a constantly stable brake force.
Operating Condition Transition Diagram

HIGH
ESTIMATED VEHICLE SPEED
WHEEL SPEED
SPEED
04–13
0
TIME
SOLENOID VALVE CONTROL

PRESSURE REDUCTION
PRESSURE MAINTAINED
PRESSURE INCREASE
HIGH
BRAKE FLUID
PRESSURE
0
TIME
CHU0413S010
End Of Sie
04–13–7
EBD CONTROL OUTLINE
CHU041343750S07
• EBD control uses the ABS system to control brake fluid pressure distribution to the rear wheels so that they do
not lock-up prior to the front wheels during braking, thereby preventing the loss of handling stability.
Features
• EBD control has independent control systems for both the front and rear wheels.
• EBD control constantly and properly distributes brake fluid pressure regardless of vehicle weight.
Block Diagram
ABS HU/CM
CM HU
ABS WHEEL-SPEED
CALIPER PISTON (LF)
SENSOR (LF)
SOLENOID
VALVE
ABS WHEEL-SPEED
CALIPER PISTON (RF)
SENSOR (RF)
CPU
ABS WHEEL-SPEED
CALIPER PISTON (LR)
SENSOR (LR) PUMP
MOTOR
ABS WHEEL-SPEED
CALIPER PISTON (RR)
SENSOR (RR)
CHU0413S011
End Of Sie
EBD CONTROL OPERATION
CHU041343750S08
• EBD control detects the slip ratio between the front and rear wheels from the ABS wheel-speed sensor signals.
If the slip ratio of the rear wheels as compared to the front wheels is larger than the fixed limit, the ABS HU/CM
reduces brake pressure being distributed to the rear wheels. Due to this, brake pressure distribution is
constantly controlled in the proper proportion and in relation to vehicle load, road surface conditions and
vehicle speed.
• Determination of the rear wheel slip ratio, based on a comparison of the lowest front wheel speed and the
estimated vehicle speed with the rear wheel speeds, is divided into conditions 0-4 shown in the table below.
• The ABS HU outlet and inlet solenoid valves are operated and the brake fluid pressure controlled according to
these conditions.
• If ABS control conditions are met during EBD control, EBD control is stopped and ABS control is given priority.
Conditi Rear wheel slip ratio
EBD control Solenoid valve Comment
on determination
0 No slip No control Pressure increase —
1 α%—β% Control Pressure maintained —
Pressure reduction/
2 β% or more Control —
maintained
Pressure increase/
3 After EBD control, slip ratio is γ% Control —
maintained
Pressure reduction/
4 Front wheel slip ratio is δ% or more Control ABS control operates
maintained/ increase
α—δ: Specified value
04–13–8
Operating Condition Transition Diagram
HIGH
VEHICLE SPEED
WHEEL SPEED
(REAR)
WHEEL SPEED
SPEED EBD INITIAL CONTROL VALUE (FRONT)
ABS INITIAL CONTROL VALUE

0
TIME
REAR SOLENOID
VALVE CONTROL
PRESSURE REDUCTION
04–13
PRESSURE MAINTAINED
PRESSURE INCREASE
HIGH FRONT BRAKE

FLUID PRESSURE
BRAKE FLUID
PRESSURE
REAR BRAKE
FLUID PRESSURE
0
0 1 2 3 4 TIME
EBD CONTROL AREA ABS CONTROL AREA
CHU0413S012
End Of Sie
CHU041343000S04
• The ABS HU/CM sends and receives data to and from other modules via the CAN system. Refer to Section 09
for a detailed explanation of the CAN system.
Data sent
• Travelled distance
• Brake system condition
• Wheel speeds of all four wheels
• ABS wheel-speed sensor condition
Data received
• Tire size
End Of Sie
04–13–9
ABS WHEEL-SPEED SENSOR FUNCTION
CHU041343720S01
• The ABS wheel-speed sensor, which has a magnetic pick-up, transmits the rotation condition of each wheel to
the ABS HU/CM.
End Of Sie
ABS WHEEL-SPEED SENSOR CONSTRUCTION/OPERATION
CHU041343720S02
Structure
• The front ABS wheel-speed sensor and the front
ABS sensor rotor are integrated with the front
wheel hub and installed on the steering knuckle. COIL
Therefore, if there is any malfunction of the front
ABS wheel-speed sensor, replace the front wheel
hub component.
MAGNET
FRONT ABS SENSOR ROTOR
CHU0413S002
• The rear ABS wheel-speed sensor is installed on

the rear knuckle and the rear ABS sensor rotor is REAR ABS SENSOR ROTOR
integrated with the drive shaft. Therefore, if there
is any malfunction of the rear ABS sensor rotor,
replace the drive shaft.
COIL
MAGNET
CHU0413S003
Operation
• As the ABS sensor rotor rotates, magnetic flux OUTPUT VOLTAGE WAVEFORM
+
formed from the permanent magnet varies and
alternating current is formed with an AT HIGH SPEED
electromagnetic conductor. Using this alternating
current, rotation speed is expressed as a varying
proportional cycle and from detection of this cycle
V
the CM part of the ABS HU/CM can then detect
the wheel rotation speed. While the structures of
the front and rear ABS wheel-speed sensor differ, AT LOW SPEED
the operation is the same.
End Of Sie -
CHU0413S004
04–13–10
DYNAMIC STABILITY CONTROL
04–15 DYNAMIC STABILITY CONTROL
DYNAMIC STABILITY CONTROL (DSC) Oversteer Tendency Suppression. . . . . 04–15–15
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 04–15–1 Understeer Tendency Suppression. . . . 04–15–15
DSC Operation Outline . . . . . . . . . . . . 04–15–2 CONTROLLER AREA NETWORK (CAN)
DYNAMIC STABILITY CONTROL (DSC) OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 04–15–16
STRUCTURAL VIEW . . . . . . . . . . . . . . 04–15–3 Data sent. . . . . . . . . . . . . . . . . . . . . . . . 04–15–16
DYNAMIC STABILITY CONTROL (DSC) Data received . . . . . . . . . . . . . . . . . . . . 04–15–16
CONSTRUCTION . . . . . . . . . . . . . . . . . 04–15–3 ABS WHEEL-SPEED SENSOR
DYNAMIC STABILITY CONTROL (DSC) FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 04–15–16
SYSTEM WIRING DIAGRAM . . . . . . . . 04–15–4 ABS WHEEL-SPEED SENSOR
DSC HU/CM CONSTRUCTION. . . . . . . . 04–15–5 CONSTRUCTION/OPERATION . . . . . . . 04–15–16
DSC HU PART FUNCTION . . . . . . . . . . . 04–15–5 COMBINED SENSOR FUNCTION . . . . . . 04–15–17
DSC HU PART CONSTRUCTION/ COMBINED SENSOR CONSTRUCTION/
OPERATION . . . . . . . . . . . . . . . . . . . . . 04–15–5 OPERATION . . . . . . . . . . . . . . . . . . . . . . 04–15–17
Construction. . . . . . . . . . . . . . . . . . . . . 04–15–5 BRAKE FLUID PRESSURE SENSOR 04–15
Operation . . . . . . . . . . . . . . . . . . . . . . . 04–15–7 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 04–15–17
DSC CM PART FUNCTION. . . . . . . . . . . 04–15–11 BRAKE FLUID PRESSURE SENSOR
Function Table . . . . . . . . . . . . . . . . . . . 04–15–11 CONSTRUCTION . . . . . . . . . . . . . . . . . . 04–15–17
Block Diagram . . . . . . . . . . . . . . . . . . . 04–15–12 STEERING ANGLE SENSOR
ABS CONTROL FUNCTION . . . . . . . . . . 04–15–12 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 04–15–18
EBD CONTROL FUNCTION . . . . . . . . . . 04–15–12 STEERING ANGLE SENSOR
TCS CONTROL OUTLINE . . . . . . . . . . . 04–15–13 CONSTRUCTION . . . . . . . . . . . . . . . . . . 04–15–18
Features. . . . . . . . . . . . . . . . . . . . . . . . 04–15–13 DSC INDICATOR LIGHT FUNCTION . . . 04–15–18
Block Diagram . . . . . . . . . . . . . . . . . . . 04–15–13 DSC INDICATOR LIGHT OPERATION . . 04–15–18
TCS CONTROL OPERATION. . . . . . . . . 04–15–13 DSC Indicator Light Operation . . . . . . . 04–15–19
DSC CONTROL OUTLINE . . . . . . . . . . . 04–15–14 DSC OFF SWITCH, DSC OFF LIGHT
Vehicle Condition Determination . . . . . 04–15–14 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 04–15–19
Oversteer Tendency Determination . . . 04–15–14 DSC OFF SWITCH, DSC OFF LIGHT
Understeer Tendency Determination . . 04–15–14 OPERATION . . . . . . . . . . . . . . . . . . . . . . 04–15–19
DSC CONTROL OPERATION . . . . . . . . 04–15–15
End of Toc
DYNAMIC STABILITY CONTROL (DSC) OUTLINE
CHU041543000S01
• The DSC HU/CM, integrating both the hydraulic unit (HU) and control module (CM), has been adopted,
resulting in a size and weight reduction.
• A combined sensor, integrating both the yaw rate sensor and lateral-G sensor, has been adopted, improving
serviceability.
• The controller area network (CAN) system has been adopted for the steering angle sensor, improving
serviceability and reliability.
• An enhanced malfunction diagnosis system, used with the WDS, has been adopted, improving serviceability.
04–15–1
DSC Operation Outline
• The ABS prevents wheel lock-up during braking. The TCS detects drive wheel spin due to the accelerator pedal
being pressed too hard or similar causes and controls engine speed to suppress wheel spin. With these
systems, safety is assured when driving or stopping.
• Additionally, sudden changes in vehicle attitude, due to evasive steering or road conditions, are controlled by
the DSC. The DSC suppresses vehicle sideslip when driving due to vehicle spin (oversteer) or drift-out
(understeer) by controlling braking and engine speed. At this time, the DSC indicator light illuminates to alert
the driver that the DSC is operating due to a dangerous situation. As a result, the driver can calmly react and is
provided leeway for the next maneuver, resulting in safe driving conditions.
• In this way the combination of DSC + ABS + TCS ensures driving, stopping and turning safety in all aspects.
Results Of DSC Operation
WITHOUT DSC WITH DSC
DRIFT OUT
(UNDERSTEER)
DRIFT OUT (UNDERSTEER) SUPPRESSION
WITHOUT DSC WITH DSC
VEHICLE SPIN
(OVERSTEER)
VEHICLE SPIN (OVERSTEER) SUPPRESSION
CHU0415S001
Caution
• While the DSC is a steering safety system, it does not improve normal steering function.
Therefore, always drive carefully, even if the vehicle has DSC, and do not overestimate the DSC
capability.
• The DSC and ABS will not operate normally under the following conditions:
— With tires that are not of the specified size, manufacturer or tread pattern, or not inflated
according to specification
— With tires that have significant comparative wear variation
— With tire chains
End Of Sie
04–15–2
DYNAMIC STABILITY CONTROL (DSC) STRUCTURAL VIEW
CHU041543000S02
BRAKE SYSTEM DSC INDICATOR LIGHT

WARNING LIGHT
REAR ABS
WHEEL-SPEED SENSOR
COMBINED
SENSOR
STEERING ANGLE
SENSOR
ABS WARNING DSC OFF LIGHT
LIGHT 04–15
REAR ABS SENSOR ROTOR
DSC OFF SWITCH

PCM
DSC HU/CM TCM
BRAKE FLUID
PRESSURE SENSOR
FRONT ABS WHEEL-SPEED SENSOR/

ABS SENSOR ROTOR
CHU0415S002
End Of Sie
DYNAMIC STABILITY CONTROL (DSC) CONSTRUCTION
CHU041543000S03
• The DSC system consists of the following parts. While each part has a regular function in other systems, only
the function during DSC control is listed.
Part name Function
• Makes calculations using input signals from each sensor, controls brake fluid pressure
to each wheel, and actuates each function (ABS, EBD, TCS and DSC) of the DSC
system.
• Outputs the vehicle speed signal to the car-navigation unit.
DSC HU/CM
• Outputs the torque reduction request signal, vehicle speed signal and DSC system
warning control data via CAN lines.
• Controls the on-board diagnostic system and fail-safe function when there is a
malfunction in the DSC system.
• Controls engine output based on signals from the DSC HU/CM.
PCM • Transmits engine speed, tire and shift position data via CAN communication to the
DSC HU/CM.
• Transmits gear/selector lever target position data via CAN communication to the DSC
TCM (AT)
HU/CM.
• Informs the driver that the DSC is operating (vehicle sideslip occurring).
DSC indicator light
• Informs the driver that the TCS is operating (drive wheel is spinning).
DSC OFF switch • Transmits driver intention to release DSC control to the DSC HU/CM.
DSC OFF light • Informs driver that DSC control has been released due to DSC OFF switch operation.
Wheel speed sensor • Detects the rotation condition of each wheel and transmits it to the DSC HU/CM.
• Detects the lateral-G (vehicle speed increase) and the yaw rate (vehicle turning angle)
Combined sensor
of the vehicle and transmits them to the DSC HU/CM.
Brake fluid pressure sensor • Detects the fluid pressure from the master cylinder and transmits it to the DSC HU/CM.
• Transmits the steering angle and steering angle sensor condition via CAN lines to the
Steering angle sensor
DSC HU/CM.
End Of Sie
04–15–3
DYNAMIC STABILITY CONTROL (DSC) SYSTEM WIRING DIAGRAM
CHU041543000S04
DSC 30A
O A A
D C
F B COMBINED
G D SENSOR
ABS/DSC 60A L E
AG
P F
B B BRAKE FLUID
AN C C PRESSURE
ENGINE 15A A SENSOR
E
K
IG SW
BRAKE SWITCH
BATTERY AD
ABS WARNING LIGHT BRAKE
LIGHT
BRAKE SYSTEM
WARNING LIGHT
DSC OFF LIGHT
DSC DSC OFF SWITCH
INDICATOR AP
LIGHT
PCM
DSC HU/CM
CAN
DRIVER
AO
DLC-2
CAN
DRIVER
CAN_H
H CAN
INSTRUMENT CLUSTER
I DRIVER
CAN_L
AA
CAN F
DRIVER E
STEERING ANGLE AUDIO UNIT,

SENSOR CAR-NAVIGATION UNIT,
CAN AUTO LEVELING
DRIVER CONTROL MODULE
TCM
AC
RF
AE
AL
LF
ABS WHEEL- AJ
SPEED SENSOR T
AF
RR
AI
AH
LR
AK
CHU0402W009
End Of Sie
04–15–4
DSC HU/CM CONSTRUCTION
CHU041543750S01
• A high reliability, reduced size and weight DSC
HU/CM, integrating both the DSC HU and the
DSC CM, has been adopted.
End Of Sie
BHJ0415N003
DSC HU PART FUNCTION

CHU041543750S02 04–15
• According to DSC CM signals, the DSC HU controls (on/off) each solenoid valve and the pump motor, adjusts
fluid pressure in each caliper piston, and actuates each function (ABS, EBD (Electronic Brakeforce
Distribution), TCS and DSC) of the DSC system.
End Of Sie
DSC HU PART CONSTRUCTION/OPERATION
CHU041543750S03
Construction
Function Of Main Component Parts
Part name Function
• Adjusts the fluid pressure in each brake system according to DSC HU/CM
Inlet solenoid valve
signals.
• Adjusts the fluid pressure in each brake system according to DSC HU/CM
Outlet solenoid valve
signals.
• Switches the brake hydraulic circuits during and according to normal braking,
Stability control solenoid valve
ABS and EBD control, TCS control and DSC control.
• Switches the brake hydraulic circuits during and according to normal braking,
Traction switch solenoid valve
ABS and EBD control, TCS control and DSC control.
• Temporarily stores brake fluid from the caliper piston to ensure smooth
Reserve
pressure reduction during ABS and EBD control, TCS control and DSC control.
• Returns the brake fluid stored in the reservoir to the master cylinder during ABS
and DSC control.
Pump
• Increases brake fluid pressure and sends brake fluid to each caliper piston
during TCS control and DSC control.
Pump motor • Operates the pump according to DSC HU/CM signals.
04–15–5
MASTER CYLINDER
BRAKE FLUID
P PRESSURE SENSOR
DAMPER CHAMBER
TRACTION
SWITCH
SOLENOID TRACTION
VALVE SWITCH
SOLENOID
VALVE
STABILITY PUMP
CONTROL MOTOR STABILITY
SOLENOID CONTROL
VALVE SOLENOID
RESERVE RESERVE VALVE
PUMP
INLET
SOLENOID INLET INLET
VALVE SOLENOID SOLENOID
INLET
VALVE VALVE
SOLENOID
VALVE
OUTLET OUTLET OUTLET OUTLET

SOLENOID RF SOLENOID LR RR SOLENOID LF SOLENOID
VALVE VALVE VALVE VALVE
CHU0415S003
04–15–6
Operation
During normal braking
• During normal braking, the solenoid valves are not energized and all of them are off. When the brake pedal is
depressed, brake fluid pressure is transmitted from the master cylinder, through the traction switch and inlet
solenoid valves, and then to the caliper piston.
Solenoid Valve Operation Table
Traction switch solenoid Stability control solenoid Pump
Inlet solenoid valve Outlet solenoid valve
valve valve motor,
LF—RR RF—LR LF—RR RF—LR LF RF LR RR LF RF LR RR pump
OFF (open) OFF (closed) OFF (open) OFF (closed) Stopped

MASTER CYLINDER
04–15
P BRAKE FLUID
PRESSURE SENSOR
DAMPER CHAMBER
TRACTION
SWITCH
SOLENOID TRACTION
VALVE SWITCH
SOLENOID
VALVE
PUMP
STABILITY MOTOR
CONTROL STABILITY
SOLENOID RESERVE RESERVE CONTROL
VALVE SOLENOID
VALVE
INLET PUMP
SOLENOID INLET
VALVE SOLENOID
VALVE
INLET INLET
SOLENOID SOLENOID
VALVE VALVE
OUTLET OUTLET OUTLET

OUTLET RF SOLENOID LR RR SOLENOID LF SOLENOID
SOLENOID VALVE VALVE VALVE
VALVE PRESSURE PRESSURE PRESSURE PRESSURE
INCREASE INCREASE INCREASE INCREASE
CHU0415S004
04–15–7
During ABS and EBD control
• During ABS and EBD control, when wheel lock-up is about to occur, the traction switch and stability control
solenoid valves are not energized, and the inlet and outlet solenoid valves are energized and controlled in three
pressure modes (increase, reduction or maintain), thereby adjusting brake fluid pressure. Brake fluid during
pressure reduction is temporarily stored in the reservoir and afterwards the pump motor operates the pump to
return the fluid to the master cylinder. (The following figure shows these conditions: right front wheel pressure
increased, left front wheel pressure maintained, and both rear wheels pressure decreased.)
Traction switch Stability control Pump
solenoid valve solenoid valve motor,
During
Pressure
OFF (open) OFF (closed) OFF (open) OFF (closed) Stopped
increase
mode
During
pressure
OFF (open) OFF (closed) ON (closed) OFF (closed) Stopped
maintain
mode
During
pressure
OFF (open) OFF (closed) ON (closed) ON (open) Operating
reduction
mode
MASTER CYLINDER
P BRAKE FLUID
PRESSURE SENSOR
DAMPER CHAMBER
TRACTION
SWITCH
SOLENOID TRACTION
VALVE SWITCH
PUMP PUMP SOLENOID
VALVE
PUMP
MOTOR
STABILITY
CONTROL STABILITY
SOLENOID CONTROL
RESERVE RESERVE
VALVE SOLENOID
VALVE
INLET
SOLENOID INLET
INLET INLET
VALVE SOLENOID
SOLENOID SOLENOID VALVE
VALVE VALVE
OUTLET OUTLET
OUTLET SOLENOID LR SOLENOID LF OUTLET
RF RR
SOLENOID VALVE VALVE SOLENOID
VALVE PRESSURE PRESSURE PRESSURE PRESSURE VALVE
INCREASE REDUCTION REDUCTION MAINTAINED
CHU0415S005
04–15–8
During DSC control (suppress oversteer tendency) and TCS control
• When a large oversteer tendency or driving wheel spin is determined, the traction switch and the stability
control solenoid valves are energized, switching the hydraulic circuits. At the same time, the pump motor is
actuated to operate the pump, thereby increasing pressure by supplying brake fluid pressure to the caliper
piston of the outer front wheel or the slipping driving wheel. Also at this time, the inlet solenoid valve of the inner
rear wheel is energized and the hydraulic circuit of this wheel is closed.
• After a pressure increase, brake fluid pressure is adjusted using the three pressure modes (reduction,
maintain, increase) so that the target wheel speed is obtained. (The following figure shows a left turn, or control
of right rear wheel spin (during pressure increase mode).)
During
ON OFF ON OFF
pressure ON ON ON
(clos (ope (clos (ope OFF (closed) Operating 04–15
increase (closed) (open) (closed)
ed) n) ed) n)
mode
During
OFF ON OFF ON
pressure OFF OFF
OFF (closed) (ope (clos (clos (ope OFF (closed) Operating
maintain (open) (closed)
n) ed) ed) n)
mode
During
OFF ON OFF ON OFF ON OFF ON
pressure OFF OFF
OFF (closed) (ope (clos (clos (ope (clos (ope (clos (ope Operating
reduction (open) (closed)
n) ed) ed) n) ed) n) ed) n)
mode
MASTER CYLINDER
P BRAKE FLUID
PRESSURE SENSOR
DAMPER CHAMBER
TRACTION
SWITCH
SOLENOID
VALVE
PUMP
PUMP
MOTOR STABILITY
RESERVE CONTROL
SOLENOID
VALVE
INLET
SOLENOID
VALVE
INLET OUTLET OUTLET

RF LR SOLENOID RR SOLENOID LF SOLENOID
VALVE VALVE VALVE
PRESSURE
INCREASE
CHU0415S006
04–15–9
During DSC control (to suppress understeer tendency)
• When a large understeer tendency is determined, the traction switch and the stability control solenoid valves
are energized, switching the hydraulic circuits. At the same time, the pump motor is actuated to operate the
pump, supplying brake fluid pressure from the reservoir to the inner rear wheel cylinder. Also at this time, the
inlet solenoid valve of the outer front wheel is energized and the hydraulic circuit of this wheel is closed.
• After a pressure increase, brake fluid pressure is adjusted using the three pressure modes (reduction,
maintain, increase) so that the target wheel speed is obtained. (The following figure shows control during a left
turn (during pressure increase mode).)
During
OFF ON
pressure OFF ON OFF ON OFF
(ope (clos OFF (closed) Operating
increase (open) (closed) (closed) (open) (open)
n) ed)
mode
During
OFF OFF ON OFF
pressure OFF OFF
OFF (closed) (ope (clos (ope (ope OFF (closed) Operating
maintain (open) (closed)
n) ed) n) n)
mode
During
OFF OFF ON OFF ON OFF
pressure OFF OFF OFF
OFF (closed) (ope (clos (clos (ope (ope (clos Operating
reduction (open) (closed) (closed)
n) ed) ed) n) n) ed)
mode
MASTER CYLINDER
P BRAKE FLUID
PRESSURE SENSOR
TRACTION DAMPER CHAMBER

SWITCH
SOLENOID
VALVE
PUMP
STABILITY PUMP
CONTROL MOTOR
SOLENOID RESERVE
VALVE
INLET
SOLENOID
VALVE
INLET
SOLENOID
VALVE
OUTLET OUTLET
SOLENOID RF SOLENOID LR RR LF
VALVE VALVE PRESSURE
INCREASE
CHU0415S007
End Of Sie
04–15–10
DSC CM PART FUNCTION
CHU041543750S04
• The DSC CM makes calculations using signals input from each sensor, outputs a brake fluid pressure control
signal to the DSC HU to actuate DSC system functions and outputs an engine output control signal to the PCM.
• The DSC HU/CM controls the following functions:
Function Table
Function name Contents
ABS control function • Controls brake fluid pressure when braking to maintain directional
stability, ensure steerability and reduce stopping distance.
EBD (Electronic Brakeforce Distribution) control • Constantly controls proper distribution of brake fluid pressure to the front
function and rear wheels according to vehicle load, road surface and vehicle
speed conditions to prevent early lock-up of the rear wheels.
TCS control function • Controls traction to within the road surface friction limit and according to
road and driving conditions to improve starting and acceleration
performance, and safety. 04–15
DSC control function • Suppresses strong over-steer and under-steer tendencies when turning
by controlling engine output and braking of each wheel to assure driving
safety.
Vehicle speed output function • Outputs the value calculated using the ABS wheel-speed sensor signals
as vehicle speed signal to the audio unit, car-navigation unit and the
auto leveling control module.
• Transmits the wheel speed signal to the PCM using CAN
communication.
On-board diagnostic system • A function that allows important parts of the DSC control system to
perform self-diagnosis. In case a malfunction occurs, the warning lights
illuminate to alert the driver, and at the same time a DTC is stored in the
DSC HU/CM.
• When a malfunction is determined as a result of the on-board diagnosis
test, system control is suspended or limited to prevent any dangerous
situation while driving.
04–15–11
Block Diagram
INPUT CM INTERNAL CALCULATION OUTPUT
ABS WHEEL- WHEEL-SPEED

SPEED SENSOR CALCULATION
ESTIMATED VEHICLE PUMP

ABS MOTOR
SPEED CALCULATION CONTROL
AMOUNT
FRONT
SOLENOID
VALVE
BRAKE SWITCH BRAKE OPERATING
CONDITION DETERMINATION
PCM
REAR
ENGINE SPEED
ENGINE SPEED EBD SOLENOID
CALCULATION
CONTROL VALVE
THROTTLE OPENING AMOUNT
THROTTLE
OPENING ANGLE ANGLE DATA ASSIMILATED
TRACTION
OUTPUT TORQUE/ OUTPUT TORQUE/ SWITCH
TORQUE REDUCTION TORQUE RESUCTION VALVE
INHIBITED INHIBITED DATA ASSIMILATED
STABILITY
DSC OFF REQUIREMENT
DSC OFF SWITCH TCS CONTROL
DETERMINED
CONTROL VALVE
AMOUNT
STEERING
ANGLE SENSOR
PCM
COMBINED SENSOR
YAW RATE YAW RATE

SENSOR CALCULATION
LATERAL-G LATERAL-G DSC

SENSOR CALCULATION CONTROL
AMOUNT
BRAKE FLUID MASTER CYLINDER
PRESSURE SENSOR FLUID PRESSURE CALCULATION
CHU0415S008
End Of Sie
ABS CONTROL FUNCTION
CHU041543750S05
• ABS control is basically the same as that for vehicles with ABS. However, fluid pressure in each wheel is under
independent control in this system.
End Of Sie
EBD CONTROL FUNCTION
CHU041543750S06
• EBD control has an independent control system for the front and rear wheels, as well as vehicles with ABS,
which constantly and properly distributes brake fluid regardless of vehicle weight (number of passengers).
End Of Sie
04–15–12
TCS CONTROL OUTLINE
CHU041543750S07
• TCS control actuates torque reduction through throttle, fuel cut and ignition timing control, as well as using
brake control to control traction.
Note
• Brake control: Brake fluid pressure from the hydraulic unit to the slipping driving wheel is increased,
operating the brake and preventing drive wheel slip.
Features
• The left and right wheels are controlled at the same time by throttle, fuel cut and ignition timing control.
Therefore, when the road surface friction coefficients differ between the left and right wheels, proper torque
reduction cannot be performed separately for each wheel. When this occurs, torque reduction is performed by
independent left and right wheel brake control, providing much stable vehicle control.
Block Diagram
04–15
DSC HU/CM
CM HU
ABS WHEEL-SPEED CALIPER PISTON

SOLENOID
SENSOR (LF) (LR)
VALVE
ABS WHEEL-SPEED PUMP CALIPER PISTON

SENSOR (RF) MOTOR (RR)
CPU
ABS WHEEL-SPEED
SENSOR (LR)
ABS WHEEL-SPEED PCM

SENSOR (RR)
STEERING ANGLE BRAKE FLUID COMBINED

SENSOR PRESSURE SENSOR SENSOR
CHU0415S009
End Of Sie
TCS CONTROL OPERATION
CHU041543750S08
• TCS control detects a slipping drive wheel using the following signals, sends a torque reduction request signal
to the PCM and, at the same time, controls the solenoid valves and pump motor in the DSC HU/CM.
— Vehicle wheel speed signals from the front and rear ABS wheel-speed sensors
— Engine torque signal from the PCM
— Steering angle signal from the steering angle sensor
— Yaw rate and lateral-G signals from the combined sensor
— Fluid pressure signals from the brake fluid pressure sensors
End Of Sie
04–15–13
DSC CONTROL OUTLINE
CHU041543750S09
• While a vehicle normally turns safely in response to steering operation, there are instances when the limits of
tire lateral grip is surpassed due to road surface conditions or vehicle speed, and the influence of evasive
steering to avoid an accident or similar situations.
• Tires surpassing lateral grip exhibit one of the following conditions:
— Strong oversteer tendency: The rear wheels are relatively losing their grip as compared to the front wheels
— Strong understeer tendency: The front wheels are relatively losing their grip as compared to the rear
wheels
• DSC operates at vehicle speeds of 10 km/h {6.2 mph} or more in the conditions described above, controlling
engine output and wheel braking to suppress oversteer and understeer tendencies.
Vehicle Condition Determination

• The vehicle speed, steering angle, lateral-G and yaw rate are detected by the sensors and used in calculations
by the DSC HU/CM to determine the vehicle condition. Then, depending on the difference between the target
yaw rate, calculated with the values input from each sensor, and the value detected by the yaw rate sensor, an
oversteer or understeer tendency can be determined.
UNDERSTEER CONDITION
LINE OF TRAVEL
YAW MOMENTUM
TARGET YAW RATE
LINE OF TRAVEL
OVERSTEER CONDITION
LINE OF TRAVEL
CHU0415S010
Oversteer Tendency Determination

• When turning, if the actual vehicle yaw rate is larger than the target yaw rate (the yaw rate that should normally
be formed as determined by the steering angle and vehicle speed), it means that the vehicle is in or about to be
in a spin. Therefore the vehicle is determined to have an oversteer tendency.
Understeer Tendency Determination

• When turning, if the actual vehicle yaw rate is less than the target yaw rate (the yaw rate that should normally
be formed as determined by the steering angle and vehicle speed), it means that the vehicle is not properly
turning. Therefore the vehicle is determined to have an understeer tendency.
End Of Sie
04–15–14
DSC CONTROL OPERATION
CHU041543750S10
• When the DSC HU/CM determines that the vehicle has a strong oversteer or understeer tendency, engine
output is lowered and, at the same time, it suppresses the yaw moment by affecting the braking of the front or
rear wheels to inhibit the oversteer or understeer tendency.
Oversteer Tendency Suppression

• When a large oversteer tendency is determined, braking is applied the outer front wheel according to the
degree of the tendency. As a result, a yaw moment is formed towards the outer side of the vehicle and the
oversteer tendency is suppressed.
RIGHT CORNERING
OUTWARD YAW MOMENTUM
04–15
BRAKE FORCE FROM

HYDRAULIC BRAKES
YAW MOMENTUM
CHU0415S016
Understeer Tendency Suppression

• When a large understeer tendency is determined, engine output is controlled and braking is applied to the inner
front wheel according to the degree of the tendency. As a result, a yaw moment is formed towards the inner
side of the vehicle and the understeer tendency is suppressed.
RIGHT CORNERING
INWARD YAW MOMENTUM
BRAKE FORCE FROM

ENGINE BRAKING
BRAKE FORCE FROM

HYDRAULIC BRAKES
CHU0415S017
End Of Sie
04–15–15
CHU041543000S05
• The DSC HU/CM sends and receives data to and from other modules via the CAN system. Refer to Section 09
for a detailed explanation of the CAN system.
Data sent
• Travelled distance
• Brake system status
• Wheel speeds of all four wheels
• ABS wheel-speed sensor status
• Torque reduction request
Data received
• Engine speed
• Throttle valve opening angle
• Engine torque
• Torque reduction disabled
• Transmission/axle specifications
• Tire size
• Target gear position/selector lever position
• Steering angle
• Steering angle sensor status
• Parking brake position
End Of Sie
ABS WHEEL-SPEED SENSOR FUNCTION
CHU041543720S01
• The ABS wheel-speed sensor, which has a magnetic pick-up, transmits the rotation condition of each wheel to
the DSC HU/CM.
End Of Sie
ABS WHEEL-SPEED SENSOR CONSTRUCTION/OPERATION
CHU041543720S02
• The construction and operation of the ABS wheel-speed sensor is the same as that of vehicles with ABS.
End Of Sie
04–15–16
COMBINED SENSOR FUNCTION
CHU041543770S01
• A combined sensor, which integrates the yaw rate and lateral-G sensors, has been adopted.
• The combined sensor, located in the floor under the rear console, detects the vehicle yaw rate (vehicle turning
angular speed) and lateral-G, and transmits them to the DSC HU/CM.
End Of Sie
COMBINED SENSOR CONSTRUCTION/OPERATION
CHU041543770S02
• The combined sensor, with built-in yaw rate and lateral-G sensors, detects and calculates the vehicle yaw rate
and lateral-G, converts them into voltage and transmits this to the DSC HU/CM.
• The output voltage characteristic for the combined sensor is 2.5 V when the vehicle is standing still, and
changes accordingly as yaw rate and lateral-G are formed.
• The yaw rate sensor detects a Coriolis force created by, and in proportion to, the rotation speed of a rotating
tuning fork.
• The lateral-G sensor detects an inertial force created by, and in proportion to, a G-force acting on a silicon
detection component.
04–15
Note
• Coriolis force: When an object on a rotating disc attempts to move toward the center of the disc, force is
produced at a right angle to the intended path of travel of the object. This results in the direction of
movement being unchanged from its original point of departure, and the object does not reach the center.
When looking at this effect from outside the disc, it appears as if a force is deflecting the object away from
the center. This appearance of force is called a Coriolis force, and the object actually advances in a
straight course.
End Of Sie
STRUCTUAL VIEW
VEHICLE FRONT
CHU0415S011
BRAKE FLUID PRESSURE SENSOR FUNCTION

CHU041543771S01
• The brake fluid pressure sensor detects the fluid pressure from the master cylinder and transmits it to the DSC
HU/CM.
End Of Sie
BRAKE FLUID PRESSURE SENSOR CONSTRUCTION
CHU041543771S02
• The brake fluid pressure sensor is integrated with
the DSC HU/CM. Therefore if there is any
malfunction of the brake fluid pressure sensor,
replace the DSC HU/CM.
End Of Sie
BRAKE FLUID
PRESSURE SENSOR
CHU0415S012
04–15–17
STEERING ANGLE SENSOR FUNCTION
CHU041566120S01
• The steering angle sensor, located on the combination switch, detects the steering angle degree and the
neutral position, and transmits these to the DSC HU/CM via CAN lines.
Warning
• The following circumstances will cause the stored initialization value of the steering angle sensor
to be cleared. This may possibly cause an accident due to the DSC becoming inoperative. Always
refer to the Workshop Manual and properly perform the initialization procedure for the steering
angle sensor so that the DSC operates properly.
— Negative battery cable disconnected
— Steering angle sensor connector disconnected
Note
• If the initialization procedure for the steering angle sensor has not been performed, when the ignition
switch is turned to the ON position, the DSC indicator light illuminates and the DSC OFF light flashes to
warn of a malfunction.
End Of Sie
STEERING ANGLE SENSOR CONSTRUCTION
CHU041566120S02
• The steering angle sensor, integrated with the combination switch body, has a sensor unit straddling a disc that
moves together with the steering mechanism. Therefore, if there is any malfunction of the steering angle
sensor, replace the combination switch body.
End Of Sie
SENSOR UNIT
DISC
CHU0415S015
DSC INDICATOR LIGHT FUNCTION

CHU041555430S01
• The DSC indicator light, built into the instrument cluster, informs the driver of the following vehicle conditions.
— DSC is operating (vehicle side-slip)
— TCS is operating (drive wheel slipping)
End Of Sie
DSC INDICATOR LIGHT OPERATION
CHU041555430S02
• When the DSC and CAN lines are normal, the DSC indicator light illuminates for approx. 3 s when the ignition
switch is turned to the ON position to check the light function. When the system is malfunctioning, the DSC
indicator light remains illuminated.
• When the DSC or TCS is operating (DSC has not been disabled by pressing the DSC OFF switch), the DSC
indicator light operates as follows:
04–15–18
DSC Indicator Light Operation
Item DSC indicator light condition
TCS, DSC not operating Not illuminated
TCS operating
Flashes (0.5 s intervals)
DSC operating
DSC INDICATOR LIGHT
04–15
CHU0415S013
End Of Sie
DSC OFF SWITCH, DSC OFF LIGHT FUNCTION
CHU041566410S01
• The DSC OFF switch, located on the dashboard, allows for optionally enabling/disabling the DSC control at
driver discretion.
• The DSC OFF light, built into the instrument cluster, informs the driver that DSC control has been disabled by
operation of the DSC OFF switch.
End Of Sie
DSC OFF SWITCH, DSC OFF LIGHT OPERATION
CHU041566410S02
• When the DSC OFF switch is pressed to disable DSC control, the DSC OFF light illuminates.
DSC OFF LIGHT
CHU0415S014
End Of Sie
04–15–19
TRANSMISSION/TRANSAXLE 05SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 05-00

OUTLINE AUTOMATIC TRANSMISSION 05-13
ON-BOARD DIAGNOSTIC . . . . 05-02 AUTOMATIC TRANSMISSION
CLUTCH . . . . . . . . . . . . . . . . . . 05-10 SHIFT MECHANISM . . . . . . . 05-14
MANUAL TRANSMISSION
[Y16M-D] . . . . . . . . . . . . . . . . . 05-11
Toc of SCT
05–00 OUTLINE 05–00

TRANSMISSION/TRANSAXLE MANUAL TRANSMISSION SHIFT
ABBREVIATIONS . . . . . . . . . . . . . . . . . 05–00–1 MECHANISM SPECIFICATIONS . . . . . 05–00–3
TRANSMISSION/TRANSAXLE AUTOMATIC TRANSMISSION
FEATURES. . . . . . . . . . . . . . . . . . . . . . . 05–00–2 SPECIFICATIONS . . . . . . . . . . . . . . . . . 05–00–3
CLUTCH SPECIFICATIONS . . . . . . . . . . 05–00–2 AUTOMATIC TRANSMISSION SHIFT
MANUAL TRANSMISSION MECHANISM SPECIFICATIONS . . . . . 05–00–3
SPECIFICATIONS . . . . . . . . . . . . . . . . . 05–00–3
End of Toc
TRANSMISSION/TRANSAXLE ABBREVIATIONS
CHU050001030S01
ATF Automatic Transmission Fluid

B+ Battery Positive Voltage
CCM Comprehensive Component Monitor
CPU Central Processing Unit
DC Drive Cycle
DLC Data Link Connector
DTC Diagnostic Trouble Code (s)
EC-AT Electronically Controlled Automatic
Transmission
MIL Malfunction Indicator Lamp
NVH Noise Vibration Harshness
O/D Over Drive
OBD On-Board Diagnostic
PCM Powertrain Control Module
PPF Power Plant Frame
TCC Torque Converter Clutch
TCM Transmission Control Module
TFT Transmission Fluid Temperature
TP Throttle Position
TR Transmission Range
VSS Vehicle Speedometer Sensor
1GR First Gear
2GR Second Gear
3GR Third Gear
4GR Fourth Gear
5GR Fifth Gear
6GR Sixth Gear
05–00–1
OUTLINE
End Of Sie
TRANSMISSION/TRANSAXLE FEATURES
CHU050001030S02
CLUTCH
Increased torque • The clutch cover set load has been increased.
transmission capacity • Torsional spring tension has been reduced to reduce NVH.
MT
• A ball-type synchromesh mechanism has been adopted.
Improved operability • A triple synchronizer mechanism has been adopted for 1GR, 2GR and 3GR.
• Bushings for the control rod have been adopted.
• In order to obtain more power from the engine, the total gear ratio has been reduced in speed
Improved driveability and set in a cross pattern.
• To improve drivetrain rigidity, a closed section power plant frame (PPF) has been adopted.
Improved fuel economy • Six-speed Y16M-D manual transmission has been adopted.
Improved marketability • Six-speed Y16M-D manual transmission has been adopted.
Improved reliability • A double engagement prevention mechanism (interlock mechanism) has been adopted.
Mis-shift prevention • A reverse lockout mechanism has been adopted.
AT
• Direct electronic shift control by duty-cycle solenoids has been adopted.
• Feedback control system has been adopted.
• Centrifugal balance clutch chamber has been adopted.
Superior shift quality
• A plate-type clutch pack replaces the band brake in the 2-4 brake.
• Shifting assist at high engine speeds has been achieved due to adoption of an engine-
transmission total control system.
• A miniature trochoid gear oil pump with torque converter direct drive has been adopted.
• Due to complete electronic control of clutch engagement and release pressure, the forward
High efficiency,
one-way and overrunning clutches have been eliminated.
compactness, lightweight
• Due to the adoption of direct electronic clutch pressure control (direct electronic shift control),
the accumulators have been eliminated.
Improved reliability,
• A pleat type oil strainer with fine mesh has been adopted.
reduced NVH (noise,
• A highly rigid transmission case has been adopted.
vibration, and harshness)
• To improve drivetrain rigidity, a closed section power plant frame (PPF) has been adopted.
Improved driveability • A control feature for climbing/descending hills has been adopted, improving driveability when
climbing/descending.
• The Sport AT has been adopted. With this feature up and downshifting can be performed with
Improved marketability either the shift control switch on the steering wheel or with the one-touch operation of the
selector lever.
End Of Sie
CLUTCH SPECIFICATIONS
CHU050001030S03
Item Specifications
Clutch control Hydraulic
Spring type Diaphragm
Clutch cover
Set load (N {kgf, lbf}) 6,470 {660, 1,455}
Clutch disc
Inner diameter (mm {in}) 160 {6.30}
Type Suspended
Clutch pedal Pedal ratio 5.7
Full stroke (mm {in}) 130 {5.118}
Clutch master cylinder inner diameter (mm {in}) 15.87 {0.6248}
Clutch release cylinder inner diameter (mm {in}) 19.05 {0.7500}
Clutch fluid type SAE J1703 or FMVSS 116 DOT-3
End Of Sie
05–00–2
OUTLINE
MANUAL TRANSMISSION SPECIFICATIONS
CHU050001030S04
Item Specifications
Transmission type Y16M-D
Transmission control Floor-shift
Shift assist Synchromesh
1GR 3.760
2GR 2.269
3GR 1.645
Gear ratio 4GR 1.187
5GR 1.000
6GR 0.843
Reverse 3.564
Grade API service GL-4 or GL-5
Viscosity All season SAE 75W-90
Oil
Capacity
(L {US qt, lmp qt}) 1.75 {1.85, 1.54} 05–00
(approx. quantity)
End Of Sie
MANUAL TRANSMISSION SHIFT MECHANISM SPECIFICATIONS
CHU050001030S05
Item Specifications
Operation system Direct
End Of Sie
AUTOMATIC TRANSMISSION SPECIFICATIONS
CHU050001030S06
Item Specifications
Transmission type RC4A-EL
1GR 2.785
2GR 1.545
Gear ratio 3GR 1.000
4GR 0.694
Reverse 2.272
ATF M-III or equivalent
Type
(e.g. Dexron®III)
ATF
Capacity (Approx. quantity)
8.7 {9.2, 7.7}
(L {US qt, lmp qt})
Torque converter stall torque ratio 2.04:1
Low clutch 5/5
High clutch 6/6
Hydraulic system
Reverse clutch 2/2
(Number of drive/driven plates)
2-4 brake 4/4
Low and reverse brake 4/5
Sun gear 33
Front planetary gear (Number of teeth) Pinion gear 21
Internal gear 75
Sun gear 42
Rear planetary gear (Number of teeth) Pinion gear 17
Internal gear 75
End Of Sie
AUTOMATIC TRANSMISSION SHIFT MECHANISM SPECIFICATIONS
CHU050001030S07
Item Specifications
Operation system Rod
Selector lever type Sport AT
End Of Sie
05–00–3
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC (OBD) MALFUNCTION INDICATION
SYSTEM OUTLINE . . . . . . . . . . . . . . . . 05–02–1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 05–02–3
ON-BOARD DIAGNOSTIC (OBD) FAIL-SAFE FUNCTION . . . . . . . . . . . . . . 05–02–3
SYSTEM BLOCK DIAGRAM . . . . . . . . 05–02–1 PARAMETER IDENTIFICATION (PID)
MALFUNCTION DETECTION DATA MONITORING FUNCTION . . . . . 05–02–8
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 05–02–2 Monitor Item Table . . . . . . . . . . . . . . . . 05–02–8
Malfunction Detection Function . . . . . . 05–02–2 SIMULATION FUNCTION . . . . . . . . . . . . 05–02–8
DTC Table . . . . . . . . . . . . . . . . . . . . . . 05–02–2 Simulation Item Table . . . . . . . . . . . . . . 05–02–8
MEMORY FUNCTION . . . . . . . . . . . . . . . 05–02–3 DLC-2 OUTLINE. . . . . . . . . . . . . . . . . . . . 05–02–9
End of Toc
ON-BOARD DIAGNOSTIC (OBD) SYSTEM OUTLINE
CHU050201026S01
• The OBD system has the following functions:
— Malfunction detection function: detects malfunctions of the input/output devices and system components of
the AT.
— Fail-safe function: fixes the output device function and input value of the sensors/switches to ensure
minimum vehicle drivability when a failure is detected.
— Memory function: stores the DTC when a failure is detected.
— PID data monitoring function: monitors the input/output signal and calculated value of the TCM and sends
the monitoring data to the scan tool.
— Simulation function: Allows override operation of simulation items for input/output system parts preset in the
TCM.
End Of Sie
ON-BOARD DIAGNOSTIC (OBD) SYSTEM BLOCK DIAGRAM
CHU050201026S02
05–02
TCM
OBD SYSTEM
INSTRUMENT CLUSTER
MALFUNCTION INDICATION AT WARNING LIGHT OR MIL

FUNCTION
MEMORY
FUNCTION
DLC-2
WDS OR
SERIAL COMMUNICATION CAN EQUIVALENT
MALFUNCTION PID DATA SIMULATION

DETECTION MONITORING FUNCTION
FUNCTION FUNCTION
FAIL-SAFE
FUNCTION
INPUT OUTPUT
TRANSMISSION CONTROL SYSTEM
PARTS PARTS
CHU0502S001
05–02–1
ON-BOARD DIAGNOSTIC
MALFUNCTION DETECTION FUNCTION
CHU050201026S03
• In the malfunction detection function, the TCM detects malfunctions in the automatic transmission while driving.
• When vehicle driving conditions correspond with a preset malfunction detection condition, the TCM determines
that the automatic transmission has a malfunction and stores the corresponding DTC.
• When a malfunction is detected, stored DTCs can be retrieved using the WDS or equivalent connected to the
DLC-2.
DTC Table
×: Available
AT warning
Monitor Memory
DTC No. Condition MIL light DC
item function
illuminated
Transmission range (TR) switch circuit malfunction (short to
P0705 ON YES 2 CCM ×
power supply)
Transmission range (TR) switch circuit malfunction (open
circuit/short to ground)
M range switch, up switch or down switch circuit malfunction
P0707 OFF YES 1 CCM ×
(open circuit/short to ground)
Steering shift switch circuit malfunction (open circuit/short to
ground)
Transmission fluid temperature (TFT) sensor malfunction
P0711 ON NO 2 CCM ×
(stuck)
Transmission fluid temperature (TFT) sensor circuit
malfunction (short to ground)
Transmission fluid temperature (TFT) sensor circuit
malfunction (open circuit/short to power supply)
P0715 Turbine sensor circuit malfunction ON YES 1 CCM ×
Vehicle speed sensor (VSS) malfunction (open circuit/short to
ground)
P0731 Gear 1 incorrect (incorrect gear ratio detected) OFF NO 1 CCM ×
P0740 TCC system malfunction ON NO 2 CCM ×
Torque converter clutch (TCC) solenoid valve circuit
malfunction (open circuit/short to ground or power supply)
Pressure control solenoid circuit malfunction (open circuit/short
to ground or power supply)
P0751 Shift solenoid A malfunction (stuck off) ON NO 2 CCM ×
Shift solenoid A circuit malfunction (open circuit/short to ground
or power supply)
Shift solenoid F circuit malfunction (open circuit/short to ground
or power supply)
P0761 Shift solenoid B malfunction (stuck off) ON NO 2 CCM ×
P0762 Shift solenoid B malfunction (stuck on) ON NO 2 CCM ×
Shift solenoid B circuit malfunction (open circuit/short to ground
or power supply)
P0766 Shift solenoid C malfunction (stuck off) ON NO 2 CCM ×
P0767 Shift solenoid C malfunction (stuck on) ON NO 2 CCM ×
Shift solenoid C circuit malfunction (open circuit/short to
ground or power supply)
P0841 Oil pressure switch B circuit malfunction OFF YES 2 CCM ×
P0846 Oil pressure switch C circuit malfunction OFF YES 2 CCM ×
P0871 Oil pressure switch F circuit malfunction OFF YES 2 CCM ×
P0882 TCM B+ low ON NO 1 CCM ×
P0960 GND return circuit malfunction ON YES 1 CCM ×
P1759 2-4 brake fail-safe valve malfunction OFF YES 2 CCM ×
P1764 Low and reverse brake fail-safe valve malfunction OFF YES 2 CCM ×
05–02–2
ON-BOARD DIAGNOSTIC
AT warning
Monitor Memory
DTC No. Condition MIL light DC
item function
illuminated
U0073 CAN bus off OFF NO 1 CCM ×
U0100 TCM cannot receive any signals from PCM ON YES 1 CCM ×
MIL: Malfunction Indicator Lamp

DC: Drive Cycle
CCM: Comprehensive Component Monitor
End Of Sie
MEMORY FUNCTION
CHU050201026S04
• The memory function stores malfunction information detected in the malfunction detection function. Once
malfunction information is stored, the memory will not be cleared even when the ignition switch is turned off
(LOCK position) or the malfunction is repaired.
• The stored memory (malfunction information) can be cleared using the WDS or equivalent, or by disconnecting
the negative battery cable.
End Of Sie
MALFUNCTION INDICATION FUNCTION
CHU050201026S05
• The malfunction indication function illuminates the MIL or AT warning light when the malfunction detection
function determines there is a malfunction.
End Of Sie
FAIL-SAFE FUNCTION
CHU050201026S06
• In the fail-safe function, minimum vehicle drivability is obtained by changing the signals that are determined to
be malfunctions by the malfunction detection function to the preset values, and limiting TCM control.
DTC On-board diagnostic
Detection condition Fail-safe TCC
No. function 05–02
Transmission range (TR) • Driving restricted to 3GR
• Two or more range signals are input
P0705 switch circuit malfunction • Stops operation of TCC Disabled
from the TR switch for 12 s or more.
(short to power supply) solenoid valve (OFF).
Transmission range (TR)
• Driving restricted to 3GR
switch circuit malfunction • No range signal is input from the TR
P0706 • Stops operation of TCC Disabled
(open circuit/short to switch for 100 s or more.
solenoid valve (OFF).
ground)
M range switch circuit malfunction
• M range switch off with up or down
switch on. M range switch circuit
• M range switch remains on for 10 s or
malfunction
more except in D range.
M range switch, up switch • Inhibits manual mode
Up switch or down switch circuit
P0707
or down switch circuit Up switch or down switch Enabled
malfunction (open circuit/ malfunction
circuit malfunction
short to ground) • When all of the following conditions
are met: • Inhibits manual shifting
— M range switch off. using the up switch or
— Except D range. down switch
— Up or down switch remains on for
10 s or more.
Steering shift switch circuit • Signal from shift control switch is 0.5 • Inhibits manual shifting
P0708 malfunction (open circuit/ V or less, or 4.7 V or more for 10 s using the steering shift Enabled
short to ground) or more. switch
Transmission fluid
• ATF temperature remains 20 °C {68
P0711 temperature (TFT) sensor N/A Enabled
°F} or less for 6.5 min or more.
malfunction (stuck)
• Engine coolant
temperature signal is used
for shifting.
Transmission fluid • Feedback control disabled
temperature (TFT) sensor • Signal from TFT sensor is 0.1 V or • Torque reduction control
P0712 Enabled
circuit malfunction (short to less for 150 s or more. disabled
ground) • If the ECT has a
malfunction, ATF
temperature is controlled
at 80 °C {176 °F}
05–02–3
ON-BOARD DIAGNOSTIC
No. function
• Engine coolant
temperature signal is used
for shifting.
Transmission fluid
• Feedback control disabled
temperature (TFT) sensor • Vehicle speed is 20 km/h {12.4 mph}
• Torque reduction control
P0713 circuit malfunction (open or more, and signal from TFT sensor Enabled
disabled
circuit/short to power is 2.4 V or more for 150 s or more.
• If the ECT has a
supply)
malfunction, ATF
temperature is controlled
at 80 °C {176 °F}
• The following condition is detected
twice:
— Turbine sensor signal is 300 rpm • Driving restricted to 3GR
Turbine sensor circuit
P0715 or less while engine speed is • Stops operation of TCC Disabled
malfunction
1,500 rpm or more and vehicle solenoid valve (OFF).
speed is 40 km/h {25 mph} or
more in D range for 2 s or more.
• While driving in D range at a speed of
Vehicle speed sensor 2,000 rpm or more (25.5 s or more • Driving restricted to 3GR
P0720 (VSS) malfunction (open after shifting to D range), vehicle • Stops operation of TCC Disabled
circuit/short to ground) speed signal is 5 km/h {3 mph} or solenoid valve (OFF).
less for 3.5 s or more.
• TCM monitors the rotation ratio of the
parking gear compared to reverse
and high clutch drum when the
following monitoring conditions are
met. If the rotation ratio is 2.283 or
less, or 3.287 or more, the TCM
determines that there is malfunction.
Monitoring condition:
— 2 s or more after shifting to D
range
— Vehicle speed 10 km/h {6 mph} or
more
— Engine speed 1,000 rpm or more
Gear 1 incorrect (incorrect — Turbine speed 400 rpm or more
P0731 — Ratio between engine speed and N/A Disabled
gear ratio detected)
turbine speed less than 1.1
— Throttle opening angle 12.5% or
more
— Engine torque 80 N·m {8.2 kgf·m,
59 ft·lbf} or more
— ATF temperature within 20—150
°C {68—302 °F}
— None of the following are present:
DTC P0705, P0706, P0711,
P0712, P0713, P0715, P0720,
P0751, P0753, P0758, P0761,
P0762, P0763, P0766, P0767,
P0768, P0882, P0960, U0073,
U0100.
05–02–4
ON-BOARD DIAGNOSTIC
No. function
range
— Vehicle speed 10 km/h {6 mph} or
more
Gear 2 incorrect (incorrect — Turbine speed 1,000 rpm or more
more
48 ft·lbf} or more
°C {68—302 °F}
DTC P0705, P0706, P0711,
P0712, P0713, P0715, P0720,
P0751, P0753, P0758, P0761,
P0762, P0763, P0766, P0767,
P0768, P0882, P0960, U0073,
U0100. 05–02
range
— Vehicle speed 20 km/h {12 mph}
or more
more
37 ft·lbf} or more
°C {68—302 °F}
DTC P0705, P0706, P0711,
P0712, P0713, P0715, P0720,
P0751, P0753, P0758, P0761,
P0762, P0763, P0766, P0767,
P0768, P0882, P0960, U0073,
U0100.
05–02–5
ON-BOARD DIAGNOSTIC
No. function
range
— Vehicle speed 40 km/h {25 mph}
or more.
more
37 ft·lbf} or more
°C {68—302 °F}
DTC P0705, P0706, P0711,
P0712, P0713, P0715, P0720,
P0751, P0753, P0758, P0761,
P0762, P0763, P0766, P0767,
P0768, P0882, P0960, U0073,
U0100.
• Difference between the engine speed
and turbine speed remains "vehicle
Torque converter clutch
P0740 speed/2+40" rpm or more for 10 s or N/A Enabled
(TCC) system malfunction
more during TCC operation in 3GR or
4GR while driving.
• Open or short circuit in TCC solenoid
Torque converter clutch
signal system (when the TCM
(TCC) solenoid valve
monitors solenoid output voltage, • Stops operation of TCC
P0743 circuit malfunction (open Disabled
voltage that differs from the ON/OFF solenoid valve (OFF).
circuit/short to ground or
signal output by CPU in TCM is
power supply)
detected)
• Open or short circuit in pressure
Pressure control solenoid control solenoid signal system (when
• Stops driving of pressure
circuit malfunction (open the TCM monitors solenoid output
P0748 control solenoid valve Enabled
circuit/short to ground or voltage, voltage that differs from the
(OFF).
power supply) ON/OFF signal output by CPU in
TCM is detected)
Shift solenoid A • Large difference between actual gear
P0751 N/A Enabled
malfunction (stuck off) ratio and gear ratio set in TCM
• Open or short circuit in shift solenoid
Shift solenoid A circuit A signal system (when the TCM
malfunction (open circuit/ monitors solenoid output voltage,
short to ground or power voltage that differs from the ON/OFF
supply) signal output by CPU in TCM is
detected)
Shift solenoid F circuit F signal system (when the TCM
malfunction (open circuit/ monitors solenoid output voltage, the
detected)
Shift solenoid B • Large difference between actual gear
P0761 N/A Enabled
Shift solenoid B • Large difference between actual gear
P0762 N/A Enabled
malfunction (stuck on) ratio and gear ratio set in TCM
05–02–6
ON-BOARD DIAGNOSTIC
No. function
Shift solenoid B circuit B signal system (when the TCM
detected).
Shift solenoid C • Large difference between actual gear
P0766 N/A Enabled
Shift solenoid C • Large difference between actual gear
P0767 N/A Enabled
malfunction (stuck on) ratio and gear ratio set in TCM
Shift solenoid C circuit C signal system (when the TCM
detected).
• When driving, hydraulic pressure
should be generated in the 2-4 brake,
but oil pressure switch B does not
Oil pressure switch B turn on.
P0841 N/A Disabled
circuit malfunction • When driving, hydraulic pressure
should not be generated in the 2-4
brake, but oil pressure switch B does
not turn off.
should be generated in the high
clutch, but oil pressure switch C does
Oil pressure switch C not turn on. 05–02
P0846 N/A Disabled
should not be generated in the high
clutch, but oil pressure switch C does
not turn off.
should be generated in the low and
reverse brake, but oil pressure switch
Oil pressure switch F F does not turn on.
P0871 N/A Disabled
should not be generated in the low
and reverse brake, but oil pressure
switch F does not turn off.
• The TCM monitors the voltage of
back-up battery positive terminal at
TCM terminal 1A. If the TCM detects
P0882 TCM B+ low battery positive terminal voltage 4 V N/A Enabled
or less for 100 s or more, the TCM
determines that the backup voltage
circuit has malfunction.
• TCM detects an open circuit in the • Driving restricted to 3GR
GND return circuit
P0960 GND return signal line from the • Stops operation of TCC Disabled
malfunction
solenoid valve. solenoid valve (OFF).
2-4 brake fail-safe valve • TCM detects 2-4 brake fail-safe valve
P1759 N/A Disabled
malfunction malfunction.
Low and reverse brake fail- • TCM detects low and reverse brake
P1764 N/A Disabled
safe valve malfunction fail-safe valve malfunction.
• CAN communication is
U0073 CAN bus off • CAN controller damaged. Disabled
stopped
TCM cannot receive any • TCM cannot receive any signals from
U0100 • Stops operation of TCC Disabled
signals from the PCM the PCM.
End Of Sie
05–02–7
ON-BOARD DIAGNOSTIC
PARAMETER IDENTIFICATION (PID) DATA MONITORING FUNCTION
CHU050201026S07
• The PID mode allows access to certain data values, analog and digital input and output, calculations and
system state information.
Monitor Item Table

Display on the TCM
Definition Unit/Condition
tester terminal
24B_Duty Shift solenoid valve B (2-4 brake duty) % 2S
BOO_TCM Brake switch ON/OFF 1G
CPP/PNP TR switch (P/N range switch) Drive/Neutral 1D, 2B
DTC_CNT Number of DTCs detected N/A N/A
DWN SW Down switch (manual mode) ON/OFF 2D
ECT TCM Engine coolant temperature °C, °F N/A
FDPDTC Pending code causing FFD storage N/A N/A
GEAR Calculated gear ratio in TCM 1st/2nd/3rd/4th N/A
GEAR_RA Calculated gear ratio in TCM N/A N/A
HC_Duty Shift solenoid valve C (high clutch duty) % 2V
LRB_Duty Shift solenoid valve F (low and reverse brake duty) % 2P
LU_Duty TCC solenoid valve (TCC solenoid duty) % 2W
MNL SW M range switch ON/OFF 1E
OP_SW_24B Oil pressure switch B ON/OFF 2A
OP_SW_HC Oil pressure switch C ON/OFF 2F
OP_SW_LRB Oil pressure switch F ON/OFF 2H
OSS Vehicle speed sensor (output shaft speed signal) rpm 2K
PCSV Pressure control solenoid valve ON/OFF 2X
RPM Engine speed rpm N/A
TCCC Shift solenoid valve A (low clutch duty) % 2Y
TFT ATF temperature °C, °F 2J
TFTV ATF temperature signal voltage V 2J
THOP Throttle position % N/A
TR TR switch R/N/D 2B, 2C, 2E
TRD TR switch (D range switch) ON/OFF 2E
TRR TR switch (R range switch) ON/OFF 2C
TSS Turbine sensor rpm 2G
UP SW Up switch (manual mode) ON/OFF 2I
VPWR Battery voltage V 1A, 2Z, 2AA
VSS Vehicle speed km/h, mph N/A
End Of Sie
SIMULATION FUNCTION
CHU050201026S08
• By using the WDS or equivalent, simulation items for input/output parts preset in the TCM can be optionally
selected and operated regardless of TCM control conditions.
Simulation Item Table
X: Available
Simulation Operation
Applicable component Unit/Condition TCM terminal
item IG ON Idle
24B_Duty Shift solenoid valve B (2-4 brake duty) % X X 2S
HC_Duty Shift solenoid valve C (high clutch duty) % X X 2V
Shift solenoid valve F (low and reverse
LRB_Duty % X X 2P
brake duty)
LU_Duty TCC solenoid valve (TCC solenoid duty) % X X 2W
PCSV Pressure control solenoid valve ON/OFF X X 2X
TCCC Shift solenoid valve A (low clutch duty) % X X 2Y
End Of Sie
05–02–8
ON-BOARD DIAGNOSTIC
DLC-2 OUTLINE
CHU050201026S09
• The DLC-2 located in the drive compartment is a standard service connector as defined by OBD-II regulations.
DLC-2
B+ CAN_L
CAN_H GND2 GND1
CHU0502S002
Terminal Function
End Of Sie
05–02
05–02–9
CLUTCH
05–10 CLUTCH
CLUTCH OUTLINE . . . . . . . . . . . . . . . . . 05–10–1 CLUTCH RELEASE CYLINDER . . . . . . . 05–10–2
CLUTCH STRUCTURAL VIEW. . . . . . . . 05–10–1 STRUCTURE . . . . . . . . . . . . . . . . . . . . 05–10–2
CLUTCH MASTER CYLINDER. . . . . . . . 05–10–2
End of Toc
CLUTCH OUTLINE
CHU051001025S01
• A hydraulic clutch control mechanism is used.
End Of Sie
CLUTCH STRUCTURAL VIEW
CHU051001025S02
05–10
CLUTCH MASTER CYLINDER
PILOT BEARING
OIL SEAL
CLUTCH PEDAL
FLYWHEEL
CLUTCH RELEASE CYLINDER

CLUTCH DISC
CLUTCH COVER
CLUTCH RELEASE COLLAR
CLUTCH RELEASE FORK
CHU0510N001
End Of Sie
05–10–1
CLUTCH
CLUTCH MASTER CYLINDER
CHU051001025S03
• The clutch master cylinder consists of a primary cup, spacer, piston, and a return spring.
PRIMARY CUP
RETURN SPRING SPACER PISTON
CHU0510T004
End Of Sie
CLUTCH RELEASE CYLINDER
CHU051001025S04
STRUCTURE
• The clutch release cylinder consists of a return spring, piston, push rod and a bleeder screw for bleeding air.
RETURN SPRING PISTON
PUSH ROD
BLEEDER SCREW
CHU0510N003
• Due to spring pressure maintaining play between the push rod end and the release fork at zero, an automatic
adjusting, maintenance-free design has been achieved.
End Of Sie
05–10–2
MANUAL TRANSMISSION [Y16M-D]
05–11 MANUAL TRANSMISSION [Y16M-D]
MANUAL TRANSMISSION SHIFT INTERLOCK MECHANISM
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 05–11–1 OPERATION . . . . . . . . . . . . . . . . . . . . . . 05–11–7
MANUAL TRANSMISSION In Neutral Position. . . . . . . . . . . . . . . . . 05–11–7
CROSS-SECTIONAL VIEW . . . . . . . . . 05–11–1 In 1st, 2nd, 3rd, and 4th Gear Positions
MANUAL TRANSMISSION Example: in 3rd gear position . . . . . . . 05–11–8
POWER FLOW . . . . . . . . . . . . . . . . . . . 05–11–2 In 5th Gear Position . . . . . . . . . . . . . . . 05–11–9
SYNCHRONIZER MECHANISM In 6th Gear Position . . . . . . . . . . . . . . . 05–11–10
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 05–11–3 In Reverse Gear Position . . . . . . . . . . . 05–11–11
TRIPLE SYNCHRONIZER REVERSE LOCKOUT MECHANISM
MECHANISM STRUCTURE . . . . . . . . . 05–11–4 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 05–11–11
Features. . . . . . . . . . . . . . . . . . . . . . . . 05–11–4 REVERSE LOCKOUT MECHANISM
Structure . . . . . . . . . . . . . . . . . . . . . . . 05–11–4 CONSTRUCTION/OPERATION . . . . . . . 05–11–12
TRIPLE SYNCHRONIZER MECHANISM POWER PLANT FRAME (PPF)
OPERATION . . . . . . . . . . . . . . . . . . . . . 05–11–5 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 05–11–12
CONTROL ROD OPERATION . . . . . . . . 05–11–6 Features . . . . . . . . . . . . . . . . . . . . . . . . 05–11–12
SHIFT INTERLOCK MECHANISM 05–11
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 05–11–6
End of Toc
MANUAL TRANSMISSION OUTLINE
CHU051101025S01
• A triple synchronizer mechanism has been adopted for 1st, 2nd and 3rd gears.
• A guide plate type reverse lockout mechanism has been adopted.
End Of Sie
MANUAL TRANSMISSION CROSS-SECTIONAL VIEW
CHU051101025S02
1ST 3RD 5TH
MAIN DRIVE GEAR(5TH GEAR)
REVERSE GEAR
INPUT SHAFT 2ND GEAR 2ND 4TH 6TH REV
OUTPUT SHAFT SHIFT PATTERN

1ST GEAR
COUNTERSHAFT 4TH GEAR 3RD GEAR 6TH GEAR

CHU0511S101
End Of Sie
05–11–1
MANUAL TRANSMISSION POWER FLOW
CHU051101025S03
1st 2nd
3rd 4th
5th 6th
CHU0511S102
05–11–2
Reverse
REVERSE GEAR
REVERSE IDLER GEAR
A SEC. A-A COUNTER REVERSE

GEAR
CHU0511S103
05–11
End Of Sie
SYNCHRONIZER MECHANISM OUTLINE
CHU051101025S04
• A ball-type synchronizer mechanism is used in each gear.
• The ball-type synchronizer mechanism consists of a coil-type synchronizer key spring, synchronizer key, and
ball. Use of these components in the clutch hub reduces the length of the manual transmission and makes the
synchronizer mechanism more compact.
End Of Sie
05–11–3
TRIPLE SYNCHRONIZER MECHANISM STRUCTURE
CHU051101025S05
Features
• A triple synchronizer mechanism using more rings than double synchronizer mechanism is used for the first,
second and third gears to improve synchromesh capacity by increasing a friction surface area.
• The triple synchronizer mechanism consists of a synchronizer ring, middle ring, and inner ring.
• The gear side inner surface of the inner ring can also be used as a friction surface in the triple synchronizer
mechanism. This provides a stronger synchronization force compared to the double cone synchronizer
mechanism and reduces operation force and meshing time.
Structure
Structural view
HUB SLEEVE
SYNCHRONIZER RING
BALL
MIDDLE RING
SYNCHRONIZER KEY
INNER RING
SPRING
CLUTCH HUB
CHU0511S104
End Of Sie
05–11–4
TRIPLE SYNCHRONIZER MECHANISM OPERATION
CHU051101025S06
1. As the hub sleeve moves leftward (in the direction
of the arrow), the synchronizer key presses HUB SLEEVE
SYNCHRONIZER RING
against the end of the synchronizer ring. As the
hub sleeve continues moving leftward, the BALL
synchronizer key presses onto the synchronizer
ring. The synchronizer ring presses onto the SYNCHRONIZER KEY
MIDDLE RING
middle ring, the middle ring presses onto the
inner ring, and the inner ring presses onto the
second gear.
2ND GEAR INNER RING

CHU0511S105
2. As the hub sleeve continues moving leftward,

friction is produced along the friction surfaces of SYNCHRONIZER RING
the synchronizer ring, middle ring, inner ring, and
second gear, and the synchronizer ring rotates 05–11
only an amount equivalent to the space in the key
groove of the hub sleeve. As a result, the
chamfers of the hub sleeve and the synchronizer
ring become aligned. As the hub sleeve continues
moving leftward, friction between each
component becomes greater and the difference
between the rotational speeds of the synchronizer CLUTCH HUB KEY
GROOVE
ring, middle ring, inner ring, and second gear
CHU0511S106
gradually disappears.
3. As the hub sleeve continues moving leftward, the
difference between the rotational speeds of the
SYNCHRONIZER RING
second gear and the hub sleeve disappears, and
synchronization is completed. When
synchronization is completed, the hub sleeve
rides over the ball and engages the synchronizer
ring.
HUB SLEEVE
CHU0511S107
4. As the hub sleeve continues moving leftward, the

hub sleeve then engages the synchro teeth to
complete the shift. 2ND GEAR TEETH
End Of Sie
CHU0511S108
05–11–5
CONTROL ROD OPERATION
CHU051101025S07
5TH/REVERSE SHIFT FORK 1ST/2ND SHIFT FORK

BUSHING
BUSHING
CONTROL ROD
BUSHING
3RD/4TH SHIFT FORK
CHU0511S109
• The control rod sliding section and the supports of each shift fork are equipped with a teflon bushing, which
reduces sliding resistance during shifts and thus improves shift feeling.
End Of Sie
SHIFT INTERLOCK MECHANISM FUNCTION
CHU051101025S08
• The shift interlock mechanism prevents double engagement. Two interlock blocks, which can only move in the
selected direction, and a ball located between shift fork shafts No.2 and No.3 operate together to restrict the
movement of the unselected shift forks, thereby ensuring reliability.
End Of Sie
05–11–6
SHIFT INTERLOCK MECHANISM OPERATION
CHU051101025S09
In Neutral Position
INTERLOCK BLOCK INTERLOCK BLOCK

MAIN SHIFT FORK SHAFT
SECTION C
SECTION A
SECTION C
SECTION A
05–11
SHIFT FORK SHAFT No.2 BALL
INTERLOCK BLOCK SHIFT FORK SHAFT No.3

SECTION B INTERLOCK BLOCK
CHU0511S110
05–11–7
In 1st, 2nd, 3rd, and 4th Gear Positions Example: in 3rd gear position
INTERLOCK BLOCK INTERLOCK BLOCK

SECTION C
SECTION A
SECTION C
SECTION A
INTERLOCK
BLOCK
INTERLOCK
BLOCK
3RD/4TH
SHIFT FORK 3RD/4TH
1ST/2ND SHIFT FORK SHIFT FORK
REVERSE SHIFT ARM HEAD SECTION B 6TH SHIFT FORK
CHU0511S111
• When the shift lever is shifted into third gear, the main shift fork shaft moves rightward (see figure) and moves
the third/fourth shift fork in the same direction to complete the shift into third gear. At the same time, the first/
second shift fork and the reverse shift arm head are held in neutral position by the interlock block in section A,
and the sixth shift fork is also held in neutral position by the interlock block in section C. In this way, the
unselected shift forks are locked to prevent double engagement.
• In the same way, when shifting into first, second, or fourth gears, the interlock blocks in section A and C restrict
the movement of the unselected shift forks to prevent double engagement.
05–11–8
In 5th Gear Position
INTERLOCK BLOCK
MAIN SHIFT FORK
SHAFT INTERLOCK BLOCK
5TH/REVERSE SHIFT FORK
MAIN SHIFT SECTION C
FORK SHAFT INTERLOCK
SECTION A
BLOCK SECTION C
SECTION A
INTERLOCK BLOCK
05–11
REVERSE SHIFT SHIFT FORK SHAFT

ARM HEAD No.2
5TH SHIFT HEAD SHIFT ARM
5TH SHIFT HEAD INTERLOCK
SECTION B SHIFT FORK SHAFT
BLOCK
REVERSE SHIFT ARM HEAD No.3
5TH SHIFT HEAD
STOPPER BLOCK
CHU0511S112
• When the shift lever is shifted into fifth gear, the main shift fork shaft moves rightward (see figure), which
simultaneously moves the fifth shift head and the fifth shift head stopper block rightward. As the fifth shift head
stopper block is fixed to shift fork shaft No.2 by a pin, the shift fork shaft moves when the shift head stopper
block moves. Likewise, the reverse shift arm head, which is fixed to shift fork shaft No.2 by a pin, also moves
rightward. As a result, the fifth/reverse shift fork moves leftward through the shift arm connected to the reverse
shift arm head, thereby shifting the gear into fifth gear. At the same time, the interlock block in section A fixes
the shift forks in neutral position except for the fifth shift and reverse shift arm heads. Also, shift fork shaft No.2,
which is moved rightward by the fifth shift head, presses onto the ball which is out of the ridge to fix shift fork
shaft No.3, thereby preventing double engagement during fifth gear shifting.
05–11–9
In 6th Gear Position
MAIN SHIFT FORK

INTERLOCK BLOCK SHAFT INTERLOCK BLOCK
MAIN SHIFT FORK SHAFT SECTION C
SECTION A
SECTION C
SECTION A
LEVER
INTERLOCK BLOCK
SHIFT FORK
SHAFT No.2
5TH SHIFT HEAD SHIFT FORK SHAFT BALL
5TH SHIFT HEAD 6TH SHIFT FORK
No.3
SECTION B
CHU0511S113
• When the shift lever is shifted into sixth gear, the main shift fork shaft and the lever in section C move leftward
(see figure), which moves the sixth shift fork and shifts the gear into sixth gear. At the same time, the interlock
block in section A fixes the shift fork in neutral position except for the fifth shift head. Also, shift fork shaft No.3,
which is moved leftward by the sixth shift fork, presses onto the ball which is out of the ridge to fix shift fork shaft
No.2, thereby preventing double engagement during sixth gear shifting. Additionally, during sixth gear shifting,
the main shift fork shaft also moves the fifth shift head, but as shift fork shaft No.2 is fixed by the ball, the fifth
shift head moves leftward on the top of the shaft by itself and is not directly affected by shift operation.
05–11–10
In Reverse Gear Position

INTERLOCK BLOCK
INTERLOCK BLOCK
INTERLOCK BLOCK
SECTION A SECTION C
MAIN SHIFT
FORK SHAFT
5TH/REVERSE SECTION C
SECTION A
SHIFT FORK
INTERLOCK INTERLOCK
BLOCK BLOCK
05–11
SHIFT FORK
SHAFT No.2
SHIFT FORK BALL
REVERSE SHIFT ARM HEAD SHIFT ARM SHAFT No.3 6TH SHIFT FORK
SECTION B
CHU0511S114
• When the shift lever is shifted into reverse gear, the main shift fork shaft moves leftward (see figure), which
moves the reverse shift arm head leftward. As a result, the fifth/reverse shift fork moves rightward through the
shift arm connected to the reverse shift arm head, thereby shifting the gear into reverse. At the same time, the
interlock blocks in sections A and C fix the shift forks in neutral position except for the fifth shift and reverse shift
arm heads. Also, shift fork shaft No.2, which is moved leftward by the reverse shift arm head, presses onto the
ball which is out of the ridge to fix shift fork shaft No.3, thereby preventing double engagement during reverse
shifting.
End Of Sie
REVERSE LOCKOUT MECHANISM FUNCTION
CHU051101025S10
• The reverse lockout mechanism prevents mis-shifting into reverse gear when shifting from 5th gear to 6th gear.
End Of Sie
05–11–11
REVERSE LOCKOUT MECHANISM CONSTRUCTION/OPERATION
CHU051101025S11
• With the adoption of the reverse lockout mechanism, which utilizes a guide plate, reliability has been assured.
• A guide plate, attached to the extension housing, prevents accidental shifting into reverse when shifting from
5th to 6th gear by restricting the movement of the shift lever. When shifting into reverse, once the shift lever is
pressed down and moved towards the reverse position, the projection on the lever goes under the guide plate,
releasing the reverse shift restriction and allowing for shifting into reverse.
SHIFTING WHEN THE SHIFT SHIFTING WHEN THE SHIFT

LEVER IS NOT PRESSED DOWN LEVER IS PRESSED DOWN
MOVEMENT RESTRICTED UNRESTRICTED

BY THIS PART SHIFTING
GUIDE PLATE
GUIDE PLATE FUNCTION
CHU0511S115
End Of Sie
POWER PLANT FRAME (PPF) FUNCTION
CHU051101025S12
Features
• The power plant frame (PPF) maintains rigidity with a bracket installed between the transmission and the
differential. Due to this the shift feeling is solid and a feeling of direct drive when starting from a standstill or
accelerating is created.
• Also, due to the closed-section construction of the
PPF, direct drive and response feeling have been CLOSED-SECTION PPF OPEN-SECTION PPF
improved.
PPF
PPF
PROPELLER SHAFT PROPELLER SHAFT
CHU0511S016
05–11–12
Without PPF
— In order to suppress vibration to the vehicle body, rubber mounts are used to connect the differential to the
frame. When accelerating rapidly, the front part of the differential lifts upward which causes a time lag in the
actual engine torque being transmitted to the tires and direct drive feeling is lost.
With PPF
— With PPF, the transmission and differential are joined in a single unit which, even though the differential can be
separated from the body, time lag is lessened due to the near elimination of lift, creating a feeling of direct drive.
Furthermore, shock and vibration during acceleration and deceleration is greatly reduced.
WITHOUT PPF
05–11
LIFT
RUBBER MOUNT
WITH PPF
POWER PLANT FRAME (PPF)

CHU0511S014
End Of Sie
05–11–13
AUTOMATIC TRANSMISSION
05–13 AUTOMATIC TRANSMISSION
AUTOMATIC TRANSMISSION OIL PRESSURE SWITCH
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 05–13–2 CONSTRUCTION/OPERATION . . . . . . . 05–13–31
Outline of operation . . . . . . . . . . . . . . . 05–13–2 CONTROLLER AREA NETWORK (CAN)
Powertrain system . . . . . . . . . . . . . . . . 05–13–2 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 05–13–31
Hydraulic control system . . . . . . . . . . . 05–13–2 CONTROLLER AREA NETWORK (CAN)
Electronic control system . . . . . . . . . . . 05–13–3 CONSTRUCTION/OPERATION . . . . . . . 05–13–31
AUTOMATIC TRANSMISSION TRANSMISSION CONTROL
CROSS-SECTIONAL VIEW . . . . . . . . . 05–13–5 MODULE (TCM) OUTLINE. . . . . . . . . . . 05–13–31
AUTOMATIC TRANSMISSION SHIFT CONTROL STRUCTURE . . . . . . . 05–13–31
ELECTRONIC CONTROL SYSTEM Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–31
STRUCTURAL VIEW . . . . . . . . . . . . . . 05–13–6 Structure . . . . . . . . . . . . . . . . . . . . . . . . 05–13–32
Outline . . . . . . . . . . . . . . . . . . . . . . . . . 05–13–6 SHIFT CONTROL OPERATION. . . . . . . . 05–13–32
Structure . . . . . . . . . . . . . . . . . . . . . . . 05–13–7 Range determination. . . . . . . . . . . . . . . 05–13–32
AUTOMATIC TRANSMISSION DRIVE MODE DETERMINATION
CONTROL SYSTEM WIRING OPERATION . . . . . . . . . . . . . . . . . . . . . . 05–13–32
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 05–13–8 LINE PRESSURE CONTROL 05–13
AUTOMATIC TRANSMISSION STRUCTURE . . . . . . . . . . . . . . . . . . . . . 05–13–33
BLOCK DIAGRAM . . . . . . . . . . . . . . . . 05–13–9 Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–33
Electronic Control Item and Structure . . . . . . . . . . . . . . . . . . . . . . . . 05–13–33
Contents. . . . . . . . . . . . . . . . . . . . . . . 05–13–10 LINE PRESSURE CONTROL
Component Description OPERATION . . . . . . . . . . . . . . . . . . . . . . 05–13–34
(Electronic Control) . . . . . . . . . . . . . . 05–13–10 DIRECT ELECTRONIC SHIFT
AUTOMATIC TRANSMISSION DEVICE CONTROL STRUCTURE . . . . . . . . . . . . 05–13–35
RELATIONSHIP CHART. . . . . . . . . . . . 05–13–11 Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–35
POWERTRAIN OUTLINE . . . . . . . . . . . . 05–13–12 Structure . . . . . . . . . . . . . . . . . . . . . . . . 05–13–35
POWERTRAIN OPERATION . . . . . . . . . 05–13–12 DIRECT ELECTRONIC SHIFT
Power flow . . . . . . . . . . . . . . . . . . . . . . 05–13–13 CONTROL OPERATION . . . . . . . . . . . . 05–13–36
TORQUE CONVERTER OUTLINE . . . . . 05–13–21 AT WARNING LIGHT FUNCTION . . . . . . 05–13–37
OIL PUMP FUNCTION . . . . . . . . . . . . . . 05–13–21 AT WARNING LIGHT
OIL PUMP CONSTRUCTION/OPERATION . . . . . . . 05–13–37
CONSTRUCTION/OPERATION . . . . . . 05–13–22 SELECTOR INDICATOR
CENTRIFUGAL BALANCE CLUTCH LIGHT FUNCTION . . . . . . . . . . . . . . . . . 05–13–37
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 05–13–22 SELECTOR INDICATOR LIGHT
CENTRIFUGAL BALANCE CLUTCH CONSTRUCTION/OPERATION . . . . . . . 05–13–37
Construction. . . . . . . . . . . . . . . . . . . . . 05–13–23 Construction . . . . . . . . . . . . . . . . . . . . . 05–13–38
Operation . . . . . . . . . . . . . . . . . . . . . . . 05–13–23 MANUAL MODE SHIFT
CONTROL VALVE BODY CONTROL STRUCTURE . . . . . . . . . . . . 05–13–38
STRUCTURE . . . . . . . . . . . . . . . . . . . . . 05–13–24 Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–38
Features. . . . . . . . . . . . . . . . . . . . . . . . 05–13–24 Structure . . . . . . . . . . . . . . . . . . . . . . . . 05–13–39
Construction. . . . . . . . . . . . . . . . . . . . . 05–13–24 MANUAL MODE SHIFT
CONTROL VALVE BODY CONTROL OPERATION . . . . . . . . . . . . 05–13–39
STRUCTURAL VIEW . . . . . . . . . . . . . . 05–13–25 Manual mode shift. . . . . . . . . . . . . . . . . 05–13–39
TRANSMISSION FLUID TEMPERATURE FEEDBACK CONTROL STRUCTURE . . 05–13–41
(TFT) SENSOR FUNCTION . . . . . . . . . 05–13–26 Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–41
TRANSMISSION FLUID Structure . . . . . . . . . . . . . . . . . . . . . . . . 05–13–41
TEMPERATURE (TFT) SENSOR FEEDBACK CONTROL OPERATION . . . 05–13–42
CONSTRUCTION/OPERATION . . . . . . 05–13–26 Upshift clutch engagement
TURBINE SENSOR FUNCTION . . . . . . . 05–13–26 pressure feedback. . . . . . . . . . . . . . . . 05–13–42
TURBINE SENSOR Upshift timing feedback
CONSTRUCTION/OPERATION . . . . . . 05–13–27 (release-side clutch pressure). . . . . . . 05–13–42
VEHICLE SPEED SENSOR (VSS) ENGINE-TRANSMISSION TOTAL
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 05–13–27 CONTROL OUTLINE . . . . . . . . . . . . . . . 05–13–42
VEHICLE SPEED SENSOR (VSS) Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–42
CONSTRUCTION/OPERATION . . . . . . 05–13–27 Operation . . . . . . . . . . . . . . . . . . . . . . . 05–13–42
SOLENOID VALVE FUNCTION . . . . . . . 05–13–28 TORQUE CONVERTER CLUTCH (TCC)
SOLENOID VALVE CONSTRUCTION/ CONTROL STRUCTURE . . . . . . . . . . . . 05–13–43
OPERATION . . . . . . . . . . . . . . . . . . . . . 05–13–29 Features . . . . . . . . . . . . . . . . . . . . . . . . 05–13–43
Construction. . . . . . . . . . . . . . . . . . . . . 05–13–29 Structure . . . . . . . . . . . . . . . . . . . . . . . . 05–13–43
Operation . . . . . . . . . . . . . . . . . . . . . . . 05–13–29 TORQUE CONVERTER CLUTCH (TCC)
OIL PRESSURE SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . 05–13–44
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 05–13–30 TCC release . . . . . . . . . . . . . . . . . . . . . 05–13–44
05–13–1
TCC engagement . . . . . . . . . . . . . . . . . 05–13–44 Descending hill. . . . . . . . . . . . . . . . . . . 05–13–44
Determination of TCC inhibition . . . . . . 05–13–44 LUBRICATION SYSTEM OUTLINE . . . . 05–13–45
SLOPE MODE CONTROL OUTLINE. . . . 05–13–44 COOLING SYSTEM OUTLINE . . . . . . . . 05–13–46
SLOPE MODE CONTROL POWER PLANT FRAME (PPF)
OPERATION. . . . . . . . . . . . . . . . . . . . . . 05–13–44 FUNCTION. . . . . . . . . . . . . . . . . . . . . . . 05–13–46
When climbing hill . . . . . . . . . . . . . . . . . 05–13–44
End of Toc
AUTOMATIC TRANSMISSION OUTLINE
CHU051301030S01
• A newly developed RC4A-EL type electronically controlled automatic transmission with four-speeds and a
torque converter clutch mechanism combining advanced electronic and mechanical technology has been
adopted.
• The RC4A-EL type has been newly developed as an automatic transmission with state-of-the-art technology.
• In the RC4A-EL type automatic transmission, the part count has been greatly reduced to lessen size and
weight. Also, a well-balanced powertrain mechanism with high reliability has been adopted to improve
marketability.
Outline of operation
• The outline of the electronically-controlled automatic transmission is classified into three systems: the
powertrain system (includes the torque converter mechanism), the hydraulic control system, and the electronic
control system.
Powertrain system
• Driving force from the engine is transmitted through the torque converter to the transmission.
• When the clutch and brakes are engaged by clutch pressure from the control valve, the planetary gear unit
switches between fixed and input, and thus transmitted driving force is converted to optimum driving force.
• The converted driving force is transmitted to the propeller shaft, the differential, and the tires.
Hydraulic control system

• The solenoids operate, according to the signals from the TCM, to switch to high or low line pressure
(depending on driving conditions) and regulate the clutch pressure.
• The on/off pressure control solenoid switches line pressure between high and low, duty cycle shift solenoids
regulate clutch pressure, and duty cycle TCC solenoids control TCC.
05–13–2
Electronic control system
• The TCM sends signals that suit current driving conditions to the solenoids of the hydraulic control system,
according to input signals from sensors and switches, and shifts gears.
POWERTRAIN
SYSTEM TIRE
TORQUE CLUTCHES, PLANETARY PROPELLER DIFFERE-

CONVERTER BRAKES GEAR SHAFT NTIAL
TIRE
05–13
OIL PRESSURE CLUTCH AMP. VALVES,

PUMP CONTROL BRAKE AMP. VALVES,
HYDRAULIC TCC CONTROL VALVE
VALVE
PRESSURE
CONTROL
SYSTEM
PRESSURE SHIFT SOLENOID A, B,
CONTROL
C, F, TCC SOLENOID
SOLENOID
(ON/OFF TYPE) (DUTY TYPE)
TCM
POWERFLOW
HYDRAULIC
ELECTRONIC PRESSURE
VEHICLE
CONTROL CAN
SPEED SENSORS, SWITCHES
SYSTEM
SIGNAL
ELECTRONIC SIGNAL
CHU0513S003
05–13–3
Operation
Operation of of oil
Shift pattern Transmission
solenoid valve pressure
switch
Position/Range
Low and reverse brake
Oil pressure switch B
Oil pressure switch C
Oil pressure switch F

Mode Gear position
Low one-way clutch
Shift solenoid B
Shift solenoid C
Shift solenoid A
Shift solenoid F
Reverse clutch
Shift
TCC solenoid
Engine brake
High clutch
Low clutch
2-4 brake
TCC
P
R Reverse 2.272
N
1GR 2.785
2GR 1.545
3GR 1.000
3GR
D NOMAL TCC 1.000
ON
4GR 0.694
4GR
TCC 0.694
ON
1GR 2.785
2GR 1.545
3GR 1.000
3GR
M MANUAL TCC 1.000
ON
4GR 0.694
4GR
TCC 0.694
ON
: Automatic shift according to set speed and throttle opening angle

: Manual shift based on selector lever or steering shift switch operation
: Consective shift by tapping selector lever or steering shift switch two times
in the downshift direction
: Operating
: Transmits the torque only when driving
CHU0513S004
End Of Sie
05–13–4
TCC OIL PUMP REVERSE CLUTCH LOW CLUTCH LOW ONE-WAY CLUTCH
TORQUE CONVERTER HIGH CLUTCH 2-4 BRAKE LOW AND REVERSE BRAKE
AUTOMATIC TRANSMISSION CROSS-SECTIONAL VIEW
FRONT PLANETARY GEAR
REAR PLANETARY GEAR
CHU0513S001
05–13–5
CHU051301030S02
05–13
End Of Sie
AUTOMATIC TRANSMISSION ELECTRONIC CONTROL SYSTEM STRUCTURAL VIEW

CHU051301030S03
Outline
Features
• A stand-alone TCM, used exclusively for transmission control, performs various controls such as up and down-
shifts, according to signals relayed from sensors and switches.
• Direct electronic shift control provides superior shift quality.
• A superior balance has been achieved between the quick shift response of a sports car and the mild shift
quality of a luxury car.
• In particular, the response when downshifting in manual mode has been greatly heightened, resulting in a
highly responsive and direct shift feeling.
05–13–6
Structure
Structural view
PCM
(ENGINE SPEED SIGNAL,
THROTTLE OPENING
SIGNAL)
SPEEDOMETER
05–13
SELECTOR INDICATOR LIGHT
AT WARNING LIGHT
TURBINE SENSOR
VSS
TCM
TR SWITCH
TFT SENSOR
SHIFT SOLENOID A
CONTROL VALVE BODY
SHIFT SOLENOID B
TCC SOLENOID
OIL PRESSURE
SHIFT SOLENOID C SWITCH B
SHIFT SOLENOID F
PRESSURE CONTROL SOLENOID

OIL PRESSURE SWITCH C
OIL PRESSURE SWITCH F
CHU0513S046
End Of Sie
05–13–7
AUTOMATIC TRANSMISSION CONTROL SYSTEM WIRING DIAGRAM
CHU051301030S04
TR SWITCH TCM
R POSITION B+
2C 1A
POWER SUPPLY
2Z
D RANGE
2AA
2E
N POSITION PRESSURE CONTROL
2X
2B SOLENOID VALVE
P POSITION
2W TCC SOLENOID VALVE
1D
1G 2P SHIFT SOLENOID F
BRAKE SWITCH
2S SHIFT SOLENOID B
M RANGE SWITCH
1E 2V SHIFT SOLENOID C
SELECTOR UP SWITCH
LEVER 2I 2Y SHIFT SOLENOID A
DOWN SWITCH
COMPONENT
2D 2U
STEERING SHIFT SWITCH

STEERING 1W
WHEEL
2J
TFT SENSOR
2N
2K
VSS
TURBINE 2G
SENSOR
CAN_L PCM
OIL PRESSURE 1Y
2A ABS (HU/CM)
SWITCH B CAN_H
1V DSC
OIL PRESSURE INSTRUMENT CLUSTER
2F
SWITCH C
OIL PRESSURE 2H 2M
SWITCH F
2Q
CHU0513S002
End Of Sie
05–13–8
AUTOMATIC TRANSMISSION BLOCK DIAGRAM
CHU051301030S05
INPUT SIGNAL OUTPUT SIGNAL
TCM
. PRESSURE CONTROL
VSS
SOLENOID
. SHIFT SOLENOID A
. SHIFT SOLENOID B
. SHIFT SOLENOID C
TURBINE . SHIFT SOLENOID F
SENSOR
. TCC SOLENOID
TR SWITCH
05–13
AT CONTROL INSTRUMENT CLUSTER

SYSTEM . VEHICLE SPEED
M RANGE SIGNAL
SWITCH
TFT SENSOR
OIL PRESSURE
SWITCH AT WARNING LIGHT
PCM CAN
COMMUNICATION
INPUT : THROTTLE OPENING

SIGNAL
OUTPUT : RANGE SIGNAL ON-BOARD
TURBINE SPEED DIAGNOSTIC SYSTEM DLC-2
SIGNAL
CHU0513S062
05–13–9
Electronic Control Item and Contents
Control Item Contents
Shift control • Detects engine load and vehicle speed, and switches to optimum gear in accordance
with preset shift program
Line pressure control • Switches between high and low line pressure to suit engine load and vehicle speed,
according to on/off pressure control valve solenoid
Direct electronic shift control • Regulates clutch pressure to suit engine load and driving conditions, according to
duty cycle solenoids (shift solenoids A, B, C, F) and amplifier valve of clutches, and
electronically controls clutch engagement and release directly
Feedback control • Performs real-time feedback correction for clutch engagement pressure to achieve
target shifts
• Corrects clutch engagement pressure and timing on drain side to compensate for
changes in engine performance and changes in transmission
Engine-transmission total control • Optimally controls engine output torque when shifting
• Operates optimal clutch engagement pressure corresponding to engine output
torque
TCC control • Controls TCC smoothly by duty cycle TCC solenoid, in accordance with designated
TCC points
Slope mode control • Changes the shift point to prevent frequent shifting up/down when climbing hills
OBD system • Parts essential for EC-AT control have a self-diagnosis function, which, in the event
of trouble, illuminates the AT warning light to warn the driver, and stores the DTC in
the TCM
• If it is determined by self-diagnosis that trouble has occurred, the system performs
controls to maintain drivability
Component Description (Electronic Control)

Part name Function
Input system VSS • Detects output shaft revolution speed
• Detects reverse and high clutch drum (input) revolution
Turbine sensor
speed
TR switch • Detects selector lever ranges/positions
• Selects driving modes (M range) and changes driving
M range switch
patterns
TFT sensor • Detects ATF temperature
Oil pressure switch B • Detects pressure applied to 2-4 brake
Oil pressure switch C • Detects pressure applied to high clutch
Oil pressure switch F • Detects pressure applied to low and reverse brake
Brake switch • Detects the brake pedal depressed
Throttle opening signal *1 • Input throttle opening angle from PCM
Engine speed signal • Input engine speed signal from PCM
CAN Engine torque signal • Input engine torque signal from PCM
communication Cruise control signal • Detects cruise control is in use
Engine coolant
• Input engine coolant temperature signal from PCM
temperature signal
Output system ON/OFF type Pressure control solenoid • Switches line pressure between high and low
Shift solenoid A • Controls amplifier valve to regulate low clutch pressure
Shift solenoid B • Controls amplifier valve to regulate 2-4 brake pressure
Shift solenoid C • Controls amplifier valve to regulate high clutch pressure
Duty type
• Controls amplifier valve to regulate low and reverse brake
Shift solenoid F
pressure
TCC solenoid • Controls TCC engagement and disengagement
AT warning light • Illuminates when failure is detected by diagnosis function
CAN Reduce torque signal • Sends signals to the PCM during shifting
communication Range signal • Illuminates to selector indicator light
Turbine speed signal • Output turbine speed signal to PCM
*1
: There are two throttle opening angle signals. One is based on the accelerator pedal opening angle and the
other is based on the throttle valve opening angle.
End Of Sie
05–13–10
AUTOMATIC TRANSMISSION DEVICE RELATIONSHIP CHART
CHU051301030S06
Control item
Direct
Component Line
Shift electronic Feedback TCC OBD
pressure
control shift control control system
control
control
Input
VSS X X X X X X
Turbine sensor X X X X X
M range switch X X X X
TFT sensor X X X X X X
Oil pressure switch B X X X
Oil pressure switch C X X X
Oil pressure switch F X X X
Throttle opening signal *1 X X X X X X
Engine speed signal X X X X 05–13
Engine torque signal X X X X X
CAN
communication Brake switch X X
Cruise control signal X X
Engine coolant temperature
X X
signal
Output
ON/OFF type Pressure control solenoid X X X
Shift solenoid A X X X X X
Shift solenoid B X X X X X
Duty type Shift solenoid C X X X X X
Shift solenoid F X X X X X
TCC solenoid X X X
Speedometer signal
AT warning light X
CAN • Illuminates selector indicator light
communication Reduce torque signal X X X
Turbine speed signal X
X : Available
*1
: There are two throttle opening angle signals. One is based on the accelerator pedal opening angle and the
other is based on the throttle valve opening angle.
End Of Sie
05–13–11
POWERTRAIN OUTLINE
CHU051301030S07
• In the powertrain system, hydraulic pressure is transmitted from the control valves to operate the clutches and
brakes, and the planetary gear changes the gear ratio according to the vehicle driving condition.
• To improve shift quality, a plate-type clutch pack 2-4 brake, which has optimum control at low oil temperatures
and is unaffected by changes over time, is used.
• A highly rigid transmission case has been adopted to reduce noise and vibration.
• The powertrain system of the RC4A-EL type consists of three pairs of clutches, two pairs of brakes, a one-way
clutch, and two pairs of single type planetary gears.
FRONT INTERNAL GEAR LOW AND REVERSE BRAKE
2-4 BRAKE
REVERSE CLUTCH HIGH CLUTCH REAR PLANETARY CARRIER
LOW ONE-WAY
LOW CLUTCH
CLUTCH
PARKING PAWL
FRONT SUN REAR SUN OUTPUT

INPUT SHAFT REAR PINION
FRONT PLANETARY FRONT GEAR SHAFT
GEAR GEAR REAR
CARRIER PINION GEAR INTERNAL GEAR
CHU0513S005
End Of Sie
POWERTRAIN OPERATION
CHU051301030S08
Component description
Component Function
Low clutch • Transmits rotation of low clutch drum to rear internal gear
• Operates in 1GR, 2GR, or 3GR position
High clutch • Transmits rotation of high clutch drum to front planetary carrier
• Operates in 3GR or 4GR position
Reverse clutch • Transmits rotation of reverse clutch drum to front sun gear
• Operates when vehicle is reversing
2-4 brake • Prevents rotation of front sun gear
• Operates in 2GR or 4GR position
Low and reverse brake • Prevents rotation of front planetary carrier
• Operates when vehicle is reversing or in 1GR position (M range)
Low one-way clutch • Locks clockwise rotation of front planetary carrier in 1GR position
Planetary gear • The planetary gear functions as a transmission due to the engagement/disengagement
of clutches and/or brakes, converts the transmitted driving force of the input shaft by
multiplying/reducing torque or reversing power flow, and then transmitting it to the
output shaft.
05–13–12
Power flow
P position
LOW AND REVERSE BRAKE
LOW CLUTCH
FRONT PLANETARY CARRIER
REAR SUN GEAR

FRONT PINION GEAR
LOW ONE-WAY
CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
05–13
REAR INTERNAL GEAR
HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REAR PLANETARY CARRIER
REVERSE CLUTCH
IN RELATION TO PINION:
2-4 BRAKE INPUT
OUTPUT
FIXED
FRONT PLANETARY CARRIER PINION
INPUT (PARTIAL)
2-4 BRAKE FRONT INTERNAL GEAR
REVERSE CLUTCH REAR INTERNAL GEAR
REAR PINION GEAR
HIGH CLUTCH
LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
ONE-WAY
CLUTCH PARKING PAWL
FRONT SUN GEAR

INPUT SHAFT
REAR PINION GEAR
REAR PLANETARY CARRIER REAR SUN GEAR OUTPUT SHAFT

CHU0513S006
05–13–13
R position
LOW CLUTCH
REAR SUN GEAR
FRONT PINION GEAR LOW ONE-WAY

CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
REAR INTERNAL GEAR
HIGH CLUTCH
FRONT INTERNAL REAR PINION GEAR
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)
REVERSE CLUTCH
REAR INTERNAL GEAR
FRONT PINION GEAR
HIGH CLUTCH
LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
ONE-WAY PARKING PAWL
CLUTCH
INPUT SHAFT FRONT SUN GEAR

REAR PINION GEAR
REAR SUN GEAR OUTPUT SHAFT
CHU0513S007
05–13–14
N position
LOW CLUTCH
REAR SUN GEAR

FRONT PINION GEAR
LOW ONE-WAY
CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
05–13
REAR INTERNAL GEAR
HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)
2-4 BRAKE
REVERSE CLUTCH FRONT INTERNAL GEAR
FRONT PINION GEAR REAR INTERNAL GEAR

HIGH CLUTCH
LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
CLUTCH
FRONT SUN GEAR

INPUT SHAFT REAR PINION GEAR
CHU0513S008
05–13–15
D range 1GR
LOW CLUTCH
REAR SUN GEAR

CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
REAR INTERNAL GEAR
HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)

REVERSE CLUTCH
HIGH CLUTCH
LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
CLUTCH
INPUT SHAFT FRONT SUN GEAR

REAR PINION GEAR
CHU0513S009
05–13–16
M range 1GR
LOW CLUTCH
REAR SUN GEAR

CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
REAR INTERNAL GEAR 05–13
HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)
REVERSE CLUTCH
REAR INTERNAL GEAR
FRONT PINION GEAR
HIGH CLUTCH LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
ONE-WAY
CLUTCH PARKING PAWL
FRONT SUN GEAR

CHU0513S010
05–13–17
D, M range 2GR
FRONT PLANETARY CARRIER LOW CLUTCH
REAR SUN GEAR

CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
REAR INTERNAL GEAR
HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)

2-4 BRAKE
REAR INTERNAL GEAR
FRONT PINION GEAR
HIGH CLUTCH
LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
ONE-WAY
CLUTCH PARKING PAWL
FRONT SUN GEAR

CHU0513S011
05–13–18
D, M range 3GR
REAR SUN GEAR

CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
05–13
REAR INTERNAL GEAR
HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)

2-4 BRAKE
HIGH CLUTCH
LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
CLUTCH
FRONT SUN GEAR

CHU0513S012
05–13–19
D, M range 4GR
REAR SUN GEAR

CLUTCH
FRONT SUN GEAR
INPUT SHAFT
OUTPUT SHAFT
REAR INTERNAL GEAR

HIGH CLUTCH
REAR PINION GEAR
FRONT INTERNAL
GEAR
REVERSE CLUTCH
2-4 BRAKE INPUT
OUTPUT
FIXED
INPUT (PARTIAL)
FRONT INTERNAL GEAR

REVERSE CLUTCH 2-4 BRAKE
HIGH CLUTCH LOW CLUTCH
LOW AND REVERSE
BRAKE
LOW
ONE-WAY
PARKING PAWL
CLUTCH
FRONT SUN GEAR

REAR PLANETARY CARRIER OUTPUT SHAFT

REAR SUN GEAR
CHU0513S013
End Of Sie
05–13–20
TORQUE CONVERTER OUTLINE
CHU051319100S01
• The RC4A-EL type torque converter adopts a TCC mechanism.
• The TCC mechanism mechanically engages the pump impeller and the turbine runner under certain
conditions, and transmits the power, not through the fluid, but directly, preventing the slip loss of the torque
converter.
• The torque converter has obtained sufficient transmission efficiency and torque converting ratio to match the
output characteristics of the engine.
End Of Sie
TCC PISTON
PUMP IMPELLER
TURBINE RUNNER
STATOR
05–13
ONE-WAY CLUTCH
OIL
COOLER
CHU0513S014
OIL PUMP FUNCTION

CHU051319220S01
• The lightweight, compact, quiet trochoid gear oil
pump feeds oil to the torque converter, lubricates OIL PUMP
the powertrain, and feeds oil to the hydraulic OUTER ROTOR HOUSING
control system.
End Of Sie
INNER ROTOR
OIL PUMP COVER
OIL PUMP HOUSING
INNER ROTOR
OUTER ROTOR
OIL PUMP COVER
CHU0513S029
05–13–21
OIL PUMP CONSTRUCTION/OPERATION
CHU051319220S02
• The oil pump, mounted behind the torque converter, is driven directly by the torque converter.
• Inner and outer rotors are built into the pump housing in the oil pump.
• The inner rotor is driven by the torque converter in the same rotational direction as the engine.
• When the inner rotor in the oil pump rotates, ATF is drawn from the oil pan to the oil pump and then discharged
to the pressure regulator valve.
• The amount of ATF discharged is proportional to the rotational speed of the torque converter.
TORQUE CONVERTER
OIL PUMP
PRESSURE REGULATOR VALVE
OUT IN
CHU0513S030
End Of Sie
CENTRIFUGAL BALANCE CLUTCH FUNCTION
CHU051301030S09
• The centrifugal balance clutch, which replaces the conventional piston check ball, cancels centrifugal oil
pressure generated during clutch drum rotation to prevent the clutch drag-engagement and to stabilize piston
pressure during full rotation.
End Of Sie
05–13–22
CENTRIFUGAL BALANCE CLUTCH CONSTRUCTION/OPERATION
CHU051301030S10
Construction
• Centrifugal balance clutch chambers are installed opposite the clutch chambers in the low and high clutches.
The centrifugal balance clutch chambers are constantly filled with ATF from an exclusive hydraulic passage of
the oil pump.
CENTRIFUGAL BALANCE CLUTCH CONVENTIONAL CLUTCH
CLUTCH DRUM
BALANCE CHAMBER CLUTCH DRUM
SEAL SEAL
PISTON
CHECK BALL
CLUTCH
CHAMBER
CLUTCH CLUTCH 05–13
CLUTCH
CHAMBER
CLUTCH CLUTCH
PISTON PISTON SPRING
SEAL SEAL
SEAL PLATE
CLUTCH CLUTCH
PRESSURE PRESSURE
LUBRICATION
PASSAGE
AEA5710T025
Operation
When clutch pressure not applied
• When the clutch drum rotates, centrifugal force acts on the residual ATF in the clutch chamber to push against
the piston. However, centrifugal force also acts on the ATF filling the centrifugal balance clutch chamber to push
back the piston. As a result, the two forces are eliminated and the piston remains stationary, thus preventing
clutch engagement.
When clutch pressure applied

• When clutch pressure is applied to the clutch chamber, the clutch pressure overcomes the oil pressure and
spring force in the opposite centrifugal balance clutch chamber, and pushes the piston to engage the clutches.
Because the centrifugal force acting on the clutch pressure in the clutch chamber is canceled by another
centrifugal force acting on the ATF filling the centrifugal balance clutch chamber, the influence of the centrifugal
force created by the clutch drum revolution speed is eliminated. As a result, stable piston pushing force is
obtained in all rotation ranges, and smoother shifts can be made.
05–13–23
CENTRIFUGAL BALANCE CLUTCH CONVENTIONAL CLUTCH

CHANGES ACCORDING
TO ROTATION SPEED
TWO FORCES
OF CLUTCH DRUM
ARE ELIMINATED
CENTRIFUGAL
HYDRAULIC CENTRIFUGAL CENTRIFUGAL
PRESSURE HYDRAULIC HYDRAULIC
PISTON
OF PISTON PRESSURE PRESSURE

CHAMBER OF BALANCE OF PISTON
CHAMBER CHAMBER
CLUTCH SPRING
SPRING PISTON
PRESSURE FORCE
FORCE PUSHING
FORCE
CENTRIFUGAL
PRESSURE
INCREASED PISTON PUSHING PISTON PUSHING
CLUTCH INCREASED FORCE REQUIRED
CLUTCH FORCE REQUIRED CLUTCH CLUTCH
PRESSURE PRESSURE TO OBTAIN SHIFT TO OBTAIN SHIFT
(CENTRIFUGAL PRESSURE PRESSURE QUALITY
QUALITY (CENTRIFUGAL
HYDRAULIC
PRESSURE) DRUM REVOLUTION HYDRAULIC DRUM REVOLUTION
SPEED PRESSURE) SPEED
CHU0513S201
End Of Sie
CONTROL VALVE BODY STRUCTURE
CHU051321100S01
Features
• Direct electronic shift control simplifies the hydraulic system, and at the same time, reduces the number of
component parts and the size of the control valve body.
• A fine mesh pleat type oil strainer installed in the control valve body filters impurities.
Construction
• The control valve body consists of upper control and lower control valve bodies.
• All solenoids, oil pressure switches, and the TFT sensor are installed in the lower control valve body.
End Of Sie
05–13–24
CONTROL VALVE BODY STRUCTURAL VIEW
CHU051321100S02
OIL STRAINER
OIL PRESSURE SWITCH C
OIL PRESSURE B SHIFT SOLENOID F

SWITCH B
A PRESSURE CONTROL SOLENOID
C
SHIFT SOLENOID C
05–13
LOWER CONTROL
VALVE BODY C
A
TFT SENSOR
TCC SOLENOID
UPPER CONTROL VALVE SHIFT SOLENOID B
BODY
SHIFT SOLENOID A
CHU0513S028
End Of Sie
05–13–25
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR FUNCTION
CHU051319010S01
• The TFT sensor detects the ATF temperature in the oil pan, and sends control signals to the TCM. The TCM
controls the driving pattern selection and the torque converter clutch based on signals from the TFT sensor.
TFT SENSOR
CHU0513S040
End Of Sie
TCM
2J
TFT SENSOR
2N
CHU0513S041
TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CONSTRUCTION/OPERATION
CHU051319010S02
• The TFT sensor is a thermistor type and the resistance changes according to the ATF temperature.
• The characteristic of the resistance is as shown in the figure below: when the ATF temperature increases, the
resistance decreases, and when the ATF temperature decreases, the resistance increases.
• The TFT sensor is integrated with the wiring harness component.
End Of Sie 70
60
50
40
Resistance 30
(kilohm)
20
10
0
0 40 80 120 150
{32} {104} {176} {248} {302}
ATF temperature (°C {°F})
CHU0513W020
TURBINE SENSOR FUNCTION

CHU051319010S03
• The turbine sensor is located in the transmission case with clearance between it and the reverse and high
clutch drum, and detects the rotating speed of the input shaft (turbine).
End Of Sie
05–13–26
TURBINE SENSOR CONSTRUCTION/OPERATION
CHU051319010S04
• The turbine sensor is a Hall element type. A 32-pulse signal is generated per rotation of the reverse and high
clutch drum and the sensor sends this signal to the TCM.
• The TCM detects the shift start and end timing according to the signal from turbine sensor, and performs
detailed control, improving shift quality.
TURBINE SENSOR INPUT WAVE FORM TCM

13.5 V
B
0V
A
C 2G
B
(POWER A (OUTPUT)
SUPPLY)
REVERSE AND HIGH
CLUTCH DRUM C (GROUND) 05–13
CHU0513S049
End Of Sie
VEHICLE SPEED SENSOR (VSS) FUNCTION
CHU051319010S05
• The VSS is located in the transmission case with clearance between it and top of the parking gear, and detects
output shaft rotating speed.
End Of Sie
VEHICLE SPEED SENSOR (VSS) CONSTRUCTION/OPERATION
CHU051319010S06
• The VSS is a Hall element type. A 16-pulse signal is generated per rotation of the parking gear and the VSS
sends this signal to the TCM.
• The TCM performs EC-AT control based on the VSS and throttle position sensor signals.
VSS INPUT WAVE FORM TCM

13.5 V 2K
B
0V
A
OUTPUT WAVE FORM

B
(POWER A (OUTPUT)
SUPPLY)
PARKING GEAR
C (GROUND)
CHU0513S048
End Of Sie
05–13–27
SOLENOID VALVE FUNCTION
CHU051321280S01
• All solenoid valves have superior responsiveness to hydraulic control.
• The solenoids have the following functions.
SHIFT SOLENOID F
PRESSURE CONTROL
SHIFT SOLENOID C SOLENOID
SHIFT SOLENOID A
TCC SOLENOID
SHIFT SOLENOID B
CHU0513S032
Function chart
Solenoid Type Characteristics Function
Normal high Supplies or drains solenoid
Pressure control (Supplies solenoid pressure depending on Switches between high
ON/OFF
solenoid pressure to pressure whether solenoid is and low line pressure
control valve) energized or de-energized
Controls amplifier valve,
Shift solenoid A regulates low clutch
pressure
Shift solenoid B Normal high regulates 2-4 brake
(Supplies solenoid pressure
pressure to amplifier Controls supply and
Repeats ON and OFF valve) drainage of solenoid
Shift solenoid C regulates high clutch
at 50 Hz (20 ms cycle); pressure, according to
pressure
duty cycle type change in on-time ratio (0-
100%) for one cycle Controls amplifier valve,
Shift solenoid F regulates low and reverse
brake pressure
Normal low (Drains
solenoid pressure Controls TCC engagement
TCC solenoid
supplied to amplifier and disengagement
valve)
End Of Sie
05–13–28
SOLENOID VALVE CONSTRUCTION/OPERATION
CHU051321280S02
Construction
• The construction of all solenoids is the same, but the polarity of the positive and negative terminals is different.
OUTPUT PORT
(SOLENOID PRESSURE)
SUPPLY
PORT
(PILOT
PRESSURE)
( ) ( )
DRAIN PORT ( ):NORMAL LOW
CHU0513S033
Operation
Normal high 05–13
• De-energized (OFF) or duty 0%
— Solenoid pressure is supplied to the output port because the output port (solenoid pressure) and the supply
port (pilot pressure) connect in the solenoid.
• Energized (ON) or duty 100%
— Solenoid pressure is drained because the
output port (solenoid pressure) and the drain DE-ENERGIZED (OFF) OUTPUT PORT
port connect. (SOLENOID PRESSURE)
Normal low
• De-energized (OFF) or duty 0%
— Solenoid pressure is drained because the
output port (solenoid pressure) and the drain SUPPLY PORT
port connect in the solenoid. (PILOT
PRESSURE)
ENERGIZED (ON) OUTPUT PORT

(SOLENOID PRESSURE)
DRAIN PORT
CHU0513S034
05–13–29
• Energized (ON) or duty 100%
— Solenoid pressure is supplied to the output
port because the output port (solenoid DE-ENERGIZED (OFF) OUTPUT PORT
pressure) and the supply port (pilot pressure) (SOLENOID PRESSURE)
connect in the solenoid.
End Of Sie
DRAIN PORT
ENERGIZED (ON) OUTPUT PORT

(SOLENOID PRESSURE)
SUPPLY PORT
(PILOT
PRESSURE)
CHU0513S035
OIL PRESSURE SWITCH FUNCTION

CHU051321280S03
• The oil pressure switches detect pressure applied to the clutch and brakes, and send control signals to the
TCM.
• The TCM controls clutch engagement based on these signals.
• The oil pressure switches have the following functions:
Function chart
Oil pressure switch Function
Oil pressure switch B Detects pressure applied to 2-4 brake
Oil pressure switch C Detects pressure applied to high clutch
Oil pressure switch F Detects pressure applied to low and reverse brake
End Of Sie
OIL PRESSURE
SWITCH C
OIL PRESSURE
SWITCH B
CHU0513S042
05–13–30
OIL PRESSURE SWITCH CONSTRUCTION/OPERATION
CHU051321280S04
• While clutch or brake pressure is applied, the oil pressure switches turn on when the oil pressure reaches the
operating pressure of the switch, and turn off when the oil pressure is below the operating pressure of the
switch.
• The oil pressure switches are mounted on the lower control valve.
End Of Sie
CONTACT POINT
DIAPHRAGM
OIL PRESSURE
WHEN SWITCH IS WHEN SWITCH IS
TURNED OFF TURNED ON
CHU0513S043
05–13
CHU051318901S01
• Information between the TCM and PCM is relayed by CAN communication.
End Of Sie
CONTROLLER AREA NETWORK (CAN) CONSTRUCTION/OPERATION
CHU051318901S02
• Throttle opening signals are input from the PCM to the TCM, where shift and TCC are controlled, based on
these signals.
• Range signals and turbine speed signals are output from the TCM to the PCM, where transmission load is
determined, based on these signals, and idle speed is controlled.
• Information about abnormal signal communication is also relayed by CAN communication.
End Of Sie PCM TCM
RANGE SIGNAL
TURBINE SPEED SIGNAL
THROTTLE OPENING SIGNAL
1Y
1V
CHU0513S050
TRANSMISSION CONTROL MODULE (TCM) OUTLINE

CHU051318901S03
• The TCM controls automatic transmission operations. The TCM outputs control signals to the transmission
according to the signals from other sensors and/or switches.
• In driving mode, there are five mode selections: NORMAL, POWER, MANUAL, cold engine coolant
temperature, and slope. The TCM automatically selects the proper mode according to driving condition.
End Of Sie
SHIFT CONTROL STRUCTURE
CHU051318901S04
Features
• The TCM selects and determines the shift diagram based on the results of the range and driving mode
judgements. Then, based on the shift diagram, the TCM sends signals to the duty-cycle type solenoid valves
and the ON/OFF type solenoid valves, according to the VSS and the throttle opening signals, to perform
shifting.
05–13–31
Structure
System diagram
SELECTOR LEVER
COMPONENT
TFT
SENSOR
TR SWITCH
R D N P
M RANGE UP DOWN
SWITCH SWITCH SWITCH
2C 2E 2B 1D 2N 2J 1E 2I 2D
SHIFT SOLENOID F
2P
SHIFT SOLENOID B
2S
PCM SHIFT SOLENOID C
CAN
1Y 2V
SHIFT SOLENOID A
1V 2Y
2U
THROTTLE
OPENING
SIGNAL
ENGINE VEHICLE SPEED
TORQUE SIGNAL
CRUISE
CONTROL
SIGNAL
ENGINE 1G 2K 1W
TCM UP/DOWN SIGNAL
COOLANT BRAKE
TEMPERATURE THROTTLE SWITCH STEERING
VSS
SIGNAL OPENING SHIFT SWITCH
ANGLE
CHU0513S051
End Of Sie
SHIFT CONTROL OPERATION
CHU051318901S05
Range determination
• Each range is determined by operating the selector lever, and switching on/off the switch in the TR switch
internal circuit. The present range is detected according to the on/off signal of the switch.
• The following switches are built into the TR switch, and determine each range when the switch is on.
P position switch
R position switch
N position switch
D range switch
End Of Sie
DRIVE MODE DETERMINATION OPERATION
CHU051318901S06
D range
• When the ATF temperature is high or low, the mode is automatically switched to each shift pattern: when the
ATF temperature is high, the TCC point is shifted to the low speed side, and when the ATF temperature is low,
4GR is inhibited.
M range
• When the selector lever is shifted over from the D to M range position, the M range switch in the selector lever
component turns on, sending a manual mode command signal to the TCM which activates the manual mode
shift control.
End Of Sie
05–13–32
LINE PRESSURE CONTROL STRUCTURE
CHU051318901S07
Features
• With direct electronic shift control, clutch pressure is regulated by duty-cycle solenoids (shift solenoids A, B, C,
F) and amplifier valves, and thus conventional continuously variable line pressure control does not occur.
Instead, throttle opening angle, vehicle speed, ATF temperature, and TR switch signals drive on/off type
pressure control solenoids, and switch line pressure to high or low pressure to suit engine load and vehicle
speed.
Structure
System diagram
TCM
05–13
2K
VSS
TURBINE 2G
SENSOR
PRESSURE
CONTROL
SOLENOID
THROTTLE CAN 2X
OPENING 1Y
SIGNAL
PCM
ENGINE
TORQUE 1V
SIGNAL
CRUISE
CONTROL
SIGNAL
2J
TFT
SENSOR
2N
M RANGE 1E
SWITCH
CHU0513S052
End Of Sie
05–13–33
LINE PRESSURE CONTROL OPERATION
CHU051318901S08
• Line pressure switches to high or low pressure in accordance with line pressure switching pre-programmed in
the TCM.
• If the pressure control solenoid valve is
energized, line pressure switches to the low-
HIGH
pressure side; if the pressure control solenoid OIL PRESSURE
valve is de-energized, line pressure switches to PRESSURE
the high-pressure side.
• Line pressure generated by the oil pump LOW
(discharge pressure) acts on the area marked A PRESSURE
on the pressure control valve. It, however, does D RANGE
not act if the pressure control valve is turned on P, N, R POSITION
by a signal relayed from the TCM. Thus line
pressure is regulated to match the spring force SOLENOID ON SOLENOID OFF
acting on the right side of the pressure control
CHU0513S053
valve. If the pressure control solenoid turns off,
solenoid pressure acts and line pressure is
regulated to match the spring force and solenoid pressure acting on the right side of the pressure control valve.
As a result, line pressure is decreased when the pressure control solenoid valve is on, and increased when it is
off.
• Line pressure, which acts only in D, S, or L range, acts on the area marked B on the pressure control valve.
Thus, the pressure control valve moves in the direction in which oil is drained, and line pressure is decreased
by an amount equal to the surface area marked B.
SOLENOID PRESSURE
LOWER PASSAGE UPPER PASSAGE

OPENS WHEN OPENS WHEN
SOLENOID SOLENOID PRESSURE
LINE PRESSURE PRESSURE ACTS DOES NOT ACT
PRESSURE
CONTROL VALVE
SOLENOID
LINE PRESSURE: PRESSURE
ACTS ONLY IN PRESSURE
CONTROL
D RANGE SOLENOID
B
A
X
SPRING
DRAIN
TO CONTROL VALVES
(REGULATED)
CHU0513S054
End Of Sie
05–13–34
DIRECT ELECTRONIC SHIFT CONTROL STRUCTURE
CHU051318901S09
Features
• According to signals from switches and sensors, direct electronic shift control drives the duty-cycle solenoid
valves (shift solenoid valves A, B, C, F), regulates clutch pressure to suit engine load and vehicle speed, and
electronically controls clutch pressure directly.
• As a result, minute hydraulic control is possible, unlike with conventional clutch engagement pressure control
using an accumulator.
• Even for select lever operation, the TCM provides the optimum torque capacity of clutch to the engagement-
and release-side clutches according to the transmission input torque (turbine torque).
Structure
System diagram
TCM
2K 05–13
VSS
TURBINE 2G
SENSOR
2P SHIFT SOLENOID F
2S SHIFT SOLENOID B
2V SHIFT SOLENOID C
THROTTLE
OPENING SIGNAL CAN
ENGINE 1Y 2Y SHIFT SOLENOID A
TORQUE SIGNAL PCM
REDUCE 1V 2U
TORQUE SIGNAL
TURBINE SPEED SIGNAL
ENGINE SPEED SIGNAL
2J
TFT SENSOR PRESSURE

2X
2N CONTROL SOLENOID
2I
OIL PRESSURE SWITCH B 2A
UP SWITCH
2D DOWN SWITCH
OIL PRESSURE SWITCH C 2F
OIL PRESSURE SWITCH F 2H

1W UP/DOWN SIGNAL
M RANGE SWITCH 1E
CHU0513S055
End Of Sie
05–13–35
DIRECT ELECTRONIC SHIFT CONTROL OPERATION
CHU051318901S10
• In the previous system, line pressure passages are switched with a combination of on/off shift solenoids and
shift valves to engage the clutch. In the new system, clutch pressure is regulated for each clutch and brake with
a combination of duty cycle shift solenoids and amplifier valves.
• When shifting from 2GR→3GR, 3GR→4GR, 3GR→2GR, 4GR→3GR, engagement- and release-side clutch
pressures are simultaneously controlled according to throttle opening angle and vehicle speed, as well as
clutch pressure supply and extent of gear shift. As a result, the capacity of torque for both clutches can be
regulated optimally during switching of clutch pressure (switching of engagement clutch) to prevent engine
flare-up and dragging during shifting for smooth and responsive shifting.
DIRECT ELECTRONIC SHIFT CONTROL
SOL
AMPLIFIER VALVE
PRESSURE
REGULATOR SOL
VALVE DRAIN
DRAIN
SPRING
OIL PUMP CLUTCH
PREVIOUS
SOL
ACCUMULATOR
PRESSURE
REGULATOR DRAIN SOL
VALVE
DRAIN
OIL PUMP
MANUAL SHIFT VALVE CLUTCH
SOLENOID PRESSURE
SOL DUTY CYCLE SOLENOID
LOWER PASSAGE UPPER PASSAGE

SOL ON/OFF SOLENOID OPENS WHEN OPENS WHEN
SOLENOID SOLENOID PRESSURE
PRESSURE ACTS DOES NOT ACT
CHU0513S056
End Of Sie
05–13–36
AT WARNING LIGHT FUNCTION
CHU051319010S07
• The AT warning light illuminates to alert the driver of a malfunction in the automatic transmission.
End Of Sie
AT WARNING LIGHT CONSTRUCTION/OPERATION
CHU051319010S08
• The AT warning light is built into the instrument cluster.
• The AT warning light illuminates when the instrument cluster receives a warning signal from the TCM via CAN
communication.
• The TCM sends a warning signal to the instrument cluster via CAN communication when it detects a
malfunction.
INSTRUMENT CLUSTER TCM
1GR 1GR
AT WARNING
LIGHT CAN 05–13
2GR 1L 1Y 2GR
AT
3GR 1J 1V 3GR
4GR 4GR
CHU0513S070
End Of Sie
SELECTOR INDICATOR LIGHT FUNCTION
CHU051319010S09
• The selector indicator light has a selector lever position light, and a gear position indicator light that indicates
gear position.
• When downshifting is cancelled in the M range, the gear position indicator light flashes two times to alert the
driver that downshifting is cancelled.
End Of Sie
SELECTOR INDICATOR LIGHT CONSTRUCTION/OPERATION
CHU051319010S10
Construction
• The selector indicator light is built into the instrument cluster.
• When in the P, R, N or D range, the TCM detects the selector lever position based on an analog signal from the
TR switch. When in the M range, the TCM detects the selector lever position based on a signal from the M
range switch inside the selector lever component.
• When the instrument cluster receives a range signal or a gear position signal from the TCM via CAN
communication, the selector lever position and the gear position indicator lights illuminate or flash accordingly.
Revised 6/2004 (Ref. No. R034/04) 05–13–37

Construction
Selector indicator “M” light and gear position indicator light flash
• When the driver’s shift operation is cancelled, the gear position indicator light and selector lever indicator “M”
light flash twice.
— When the TCM cancels a shift operation, all of the signals are pulsed ON/OFF and when finally input to the
instrument cluster, the on signal (ex. M1 signal when in 1GR) and the remaining three off signals (M2, M3,
M4) are reversed to off and on signals respectively.
• Based on a combination of inputted signals from the TCM, the instrument cluster determines the gear number
(1GR displayed as “1”), and flashes the gear position number in the gear position indicator light and the
selector indicator “M” light.
INSTRUMENT CLUSTER TCM
SELECTOR
INDICATOR LIGHT
1GR 1GR
P
R CAN
2GR 1L 1Y 2GR
N
D
M 3GR 1J 1V 3GR
1 4GR 4GR
GEAR POSITION INDICATOR LIGHT
*: ABOVE DIAGRAM SHOWS FLASHING WHEN IN 1GR
CHU0513S103
End Of Sie
MANUAL MODE SHIFT CONTROL STRUCTURE
CHU051301030S11
Features
• The manual mode shift control is activated by moving the selector lever from the D to M range position (selector
lever is shifted over toward driver side).
• Manual mode shift control with a manual shifting system allowing selection of gear positions by manual
operation of the selector lever forward (–) and back (+) has been adopted. Moreover, engine braking for all
gears in manual mode according to the gear ratio is available.
— Shifting between 1GR and 2GR when the vehicle is stopped is possible. Moreover, when shifting from the D
to M range while driving, the same gear position is maintained.
— Consecutive shifting in the M range has been adopted. When shifting down from M range 4GR or 3GR, one
gear can be skipped over by rapidly tapping the selector lever two times in the down-shift (–) direction.
• Selector lever position and gear position indicator lights, built into the instrument cluster, have been adopted.
The gear position indicator light displays the selected gear position.
— The selector indicator light includes a selector lever position indicator that displays selector lever positions
and, a gear position indicator light that displays gear positions.
05–13–38 Revised 6/2004 (Ref. No. R034/04)

Structure
System diagram
SELECTOR INDICATOR LIGHT
GEAR POSITION INDICATOR LIGHT INSTRUMENT CLUSTER
AT WARNING LIGHT
SELECTOR LEVER COMPONENT

M RANGE SWITCH
PCM TCM UP SWITCH
DOWN SWITCH
TR SWITCH

UP SWITCH
DOWN SWITCH
VSS 05–13
TFT SENSOR
CHU0513S105
End Of Sie
MANUAL MODE SHIFT CONTROL OPERATION
CHU051301030S12
Manual mode shift
• When the selector lever is shifted over from the D to M range position, the M range switch in the selector lever
component turns on, sending a manual mode command signal to the TCM which activates the manual mode
shift control.
• When in manual mode and the selector lever is operated in the back (+) direction, the up switch in the selector
lever component is turned on and an up-shift command signal is inputted to the TCM.
— The TCM, triggered by the up-shift command signal, carries out shifting by outputting an operation signal to
the shift solenoid if the ATF temperature is not low (for 3GR only), vehicle speed is higher than the set
speed and the gear position is 3GR or lower.
• Conversely, when the selector lever is operated in the forward (–) direction, the down switch in the selector lever
component turns on, and a down-shift command signal is inputted to the TCM.
— The TCM, triggered by the down-shift command signal, carries out shifting by outputting an operation signal
to the shift solenoid if the vehicle speed is less than the set speed and the gear position is 2GR or above.
• The up/down operation of the steering wheel shift switch is the same as the manual operation of the selector
lever.
• The TCM utilizes a specialized M range automatic shift diagram. Due to this, restriction of manual shift demand
and automatic control of downshifting is carried out, reducing load on the AT, preventing engine over-rev and
ensuring drive stability.
Condition Shift control Note
2GR→3GR up-shift command • To reduce load on the AT, upshifting is • Selector indicator “M” light and gear
at low speed inhibited until vehicle reaches speed position indicator light flash to alert
3GR→4GR up-shift command possible for upshifting driver
at low speed
3GR→4GR up-shift command, • To reduce load on the AT, upshifting to 4GR
low ATF temperature is inhibited
4GR→3GR down-shift • To prevent engine over-rev, downshifting is
command, above set speed inhibited until vehicle reaches speed
3GR→2GR down-shift possible for downshifting
command, above set speed
2GR→1GR down-shift
command, above set speed
05–13–39
Condition Shift control Note
In 4GR deceleration, speed • To assure drive stability, automatically
goes below coast-down set downshifts from 4GR to 3GR.
speed (deceleration down-
shift)
goes below coast-down set downshifts from 3GR to 2GR and 3GR to
—
speed (deceleration down- 1GR.
shift)
goes below coast-down set downshifts from 2GR to 1GR.
speed (deceleration down-
shift)
Shift diagram
TCC OPERATION AVAILABLE
8/8
1 2 2 3 3 4
7/8
6/8 2 3
3 4
THROTTLE OPENING
5/8
1 2
4/8
3/8
4GR
TCC OFF 3 4
2 3
2/8
3GR 3GR
1/8 TCC OFF TCC ON
4GR
TCC ON
0/8
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
{0} {6.2} {12} {19} {25} {31} {37} {43} {50} {56} {62} {68} {74} {81} {87} {93} {99} {105} {112}
VEHICLE SPEED km/h {mph}

DOWNSHIFTING IS INHIBITED UNTIL VEHICLE
REACHES SPEED POSSIBLE FOR DOWNSHIFTING
WHEN DECELERATING BELOW SET VEHICLE SPEED,
EXECUTES AUTOMATIC DOWNSHIFTING
UPSHIFTING IS INHIBITED UNTIL VEHICLE
REACHES SPEED POSSIBLE FOR UPSHIFTING
CHU0513S104
End Of Sie
05–13–40
FEEDBACK CONTROL STRUCTURE
CHU051301030S13
Features
• During shift up with the accelerator pedal depressed, feedback control regulates the clutch pressure on the
engagement and release sides, according to the throttle opening angle and vehicle speed. It also uses past
gearshifts to optimize clutch pressure.
Note
• If the battery negative terminal is disconnected, feedback memory in the TCM will be erased, and thus
gearshift shock may increase. The shock, however, will decrease gradually as the vehicle is driven.
Structure
System diagram
TCM
VSS
2K 05–13
TURBINE 2G
SENSOR
2P SHIFT SOLENOID F
2S SHIFT SOLENOID B
THROTTLE
2V SHIFT SOLENOID C
OPENING SIGNAL CAN
ENGINE 1Y 2Y SHIFT SOLENOID A
TORQUE SIGNAL PCM
REDUCE 1V 2U
TORQUE SIGNAL
ENGINE SPEED SIGNAL
2J
TFT SENSOR
2N
OIL PRESSURE SWITCH B 2A
OIL PRESSURE SWITCH C 2F
OIL PRESSURE SWITCH F 2H
CHU0513S057
End Of Sie
05–13–41
FEEDBACK CONTROL OPERATION
CHU051301030S14
Upshift clutch engagement pressure feedback
• Clutch pressure (2) is learned so that gear shift
time (1) becomes a predetermined target value,
and thus changes in performance and changes in
the transmission over time are minimized based
on past gear shift results.
TURBINE
REVOLUTION
(2)
CLUTCH
ENGAGEMENT
PRESSURE
(1)
TIME
CHU0513S058
Upshift timing feedback (release-side clutch pressure)

• Clutch pressure release timing on the release
side (2) is learned so that the change in engine
speed (1) is optimized, and thus clutch pressures
on the engagement and release sides are (1)
optimized.
End Of Sie ENGINE
SPEED
RELEASE
SIDE (2)
CLUTCH
PRESSURE
ENGAGE SIDE
CLUTCH
PRESSURE
TIME
CHU0513S059
ENGINE-TRANSMISSION TOTAL CONTROL OUTLINE

CHU051301030S15
Features
• The clutch engagement pressure is maintained in an optimal range due to engine output control when
downshifting to provide improved shift quality and assist shifting at high engine speeds.
Operation
• During downshifting, engine output torque variation is converted to signal form by the PCM, and input to the
TCM, which optimally controls clutch engagement pressure accordingly.
• Smooth shifting is achieved at high engine speeds due to the effective reduction in engine output torque.
End Of Sie
05–13–42
TORQUE CONVERTER CLUTCH (TCC) CONTROL STRUCTURE
CHU051301030S16
Features
• The TCM selects the TCC schedule according to the gear selected by the transmission. Fifty Hz (20 ms cycle)
on/off signals are relayed from the TCC schedule, VSS and throttle opening angle to the duty cycle TCC
solenoid valve to control the TCC.
Structure
System diagram
TCM
VSS 2K
05–13
TURBINE 2G
SENSOR
TCC SOLENOID
2W
THROTTLE CAN
OPENING 1Y
SIGNAL PCM
ENGINE 1V
SPEED
SIGNAL
2J
TFT SENSOR
2N
M RANGE SWITCH 1E
CHU0513S060
End Of Sie
05–13–43
TORQUE CONVERTER CLUTCH (TCC) OPERATION
CHU051301030S17
TCC release
• The TCM stops driving the TCC solenoid (OFF) when TCC release is determined.
TCC engagement
• When the TCM determines TCC engagement, the TCM gradually increases the duty ratio energizing the TCC
solenoid, and gradually drains the oil pressure in the torque converter F chamber.
• The TCC piston slowly presses against the converter cover, and the TCC engages smoothly.
TORQUE CONVERTER
F CHAMBER
TORQUE CONVERTER PRESSURE TORQUE CONVERTER

PRESSURE (DRAIN)
OIL COOLER
TCC SOLENOID
TCC CONTROL VALVE

PILOT PRESSURE
CHU0513S061
Determination of TCC inhibition

• The TCC is inhibited when any of the following conditions are met.
— ATF temperature is low.
— Throttle valve is closed.
— Failure is detected by diagnosis function.
End Of Sie
SLOPE MODE CONTROL OUTLINE
CHU051301030S18
• Climbing or descending is determined based on the engine output torque and the vehicle acceleration, and the
shift gear is controlled to realize smooth vehicle driving.
End Of Sie
SLOPE MODE CONTROL OPERATION
CHU051301030S19
When climbing hill
• When the hill is steeper than a certain grade, unnecessary shift up is prevented by holding an appropriate shift
gear.
Descending hill
• When the descent is steeper than a certain grade and the brake switch is depressed, use of the brake pedal is
reduced by shifting from 4GR to 3GR, or 3GR to 2GR and applying engine braking.
End Of Sie
05–13–44
LUBRICATION SYSTEM OUTLINE
CHU051319900S01
• In the conventional system, the rear section is lubricated by ATF returning from the ATF oil cooler. In the new
system, all parts are lubricated directly from the control valve.
• With this construction, the system is unaffected
by the ATF oil cooler, and thus a steady amount of RC4A-EL TYPE
lubricant is supplied. FRONT LUBRICATION
REAR LUBRICATION
EXTENSION HOUSING
LUBRICATION
OIL CONTROL VALVE BODY

COOLER
CONVENTIONAL SYSTEM
FRONT LUBRICATION
REAR LUBRICATION 05–13
OIL
COOLER CONTROL VALVE BODY
CHU0513S037
• A passage located in the rear of the extension

housing supplies a steady amount of lubricant BUSHING LUBRICATION PASSAGE
exclusively to the bushing.
End Of Sie
CHU0513S044
05–13–45
COOLING SYSTEM OUTLINE
CHU051319900S02
• A water-cooling type AT oil cooler is adopted and installed in the radiator. The oil cooler cools the ATF heated in
the AT body.
OUT
IN
IN
OUT
BHJ0513N045
End Of Sie
POWER PLANT FRAME (PPF) FUNCTION
CHU051319900S03
• The Power Plant Frame feature has been adopted for all models. For detailed information, refer to the Y16M-D
manual transmission description. (See 05–11–12 POWER PLANT FRAME (PPF) FUNCTION.)
End Of Sie
05–13–46
AUTOMATIC TRANSMISSION SHIFT MECHANISM
05–14 AUTOMATIC TRANSMISSION SHIFT MECHANISM
AUTOMATIC TRANSMISSION SHIFT SELECTOR LEVER STRUCTURE. . . . . . 05–14–3
MECHANISM OUTLINE . . . . . . . . . . . . 05–14–1 M Range Switch . . . . . . . . . . . . . . . . . . 05–14–3
AUTOMATIC TRANSMISSION SHIFT Up Switch . . . . . . . . . . . . . . . . . . . . . . . 05–14–3
MECHANISM STRUCTURAL VIEW . . . 05–14–1 Down Switch . . . . . . . . . . . . . . . . . . . . . 05–14–3
KEY INTERLOCK SYSTEM STEERING SHIFT SWITCH
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 05–14–1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 05–14–4
KEY INTERLOCK SYSTEM STEERING SHIFT SWITCH
OPERATION . . . . . . . . . . . . . . . . . . . . . 05–14–2 CONSTRUCTION/OPERATION . . . . . . . 05–14–4
SHIFT LOCK SYSTEM OUTLINE . . . . . . 05–14–2 Construction . . . . . . . . . . . . . . . . . . . . . 05–14–4
SHIFT-LOCK SYSTEM OPERATION . . . 05–14–2 Operation . . . . . . . . . . . . . . . . . . . . . . . 05–14–4
SELECTOR LEVER OUTLINE . . . . . . . . 05–14–3
End of Toc
AUTOMATIC TRANSMISSION SHIFT MECHANISM OUTLINE
CHU051409000S01
• The mechanical type key interlock and shift-lock system is adopted. 05–14
End Of Sie
AUTOMATIC TRANSMISSION SHIFT MECHANISM STRUCTURAL VIEW
CHU051409000S02
LOCK UNIT
LOCK UNIT
LOCK UNIT
BRAKE
PEDAL INTERLOCK CABLE
INTERLOCK CAM
INTERLOCK CABLE
CHU0514S001
End Of Sie
KEY INTERLOCK SYSTEM OUTLINE
CHU051409000S03
• The key interlock system, which is composed of the interlock cable and steering lock, prevents the ignition
switch from being removed when the selector lever is in any position other than the P range. (The ignition
switch cannot be turned to the LOCK position.)
End Of Sie
05–14–1
KEY INTERLOCK SYSTEM OPERATION
CHU051409000S04
Positions other than P position (Key interlock is operating)
• When the selector lever is in a position or range
other than P position, the cable end is set at the IMPOSSIBLE TO
SPRING CAM TURN KEY TO
key-locked position. When the engine is switched LOCK POSITION
off and an attempt is made to turn the ignition
switch to the LOCK position, turning of the cam is
restricted by the slider because the cable end
pushes the slider to the cam side, and the ignition
switch cannot be turned to LOCK. SLIDER
CABLE END
OUTER CASING
INTERLOCK CABLE
CHU0514S006
P Position (Key interlock is not operating)

• When the selector lever is in P position, the cable POSSIBLE TO
end is at the key-unlocked position, and because SPRING TURN KEY TO
CAM
the slider does not restrict movement of the cam, LOCK POSITION
the ignition switch can be turned to LOCK.
End Of Sie
SLIDER
CABLE END
OUTER CASING
INTERLOCK CABLE
CHU0514S007
SHIFT LOCK SYSTEM OUTLINE

CHU051430000S01
• To make operation smoother and to simplify internal construction, the shift lock system directly determines
movement of the slider block with the slider pin.
• The shift lock unit consists of the interlock cable, interlock cam, and lock unit.
End Of Sie
SHIFT-LOCK SYSTEM OPERATION
CHU051430000S02
The selector lever can be shifted from P position only when the following conditions are satisfied.
• The brake pedal is depressed.
1. When the brake pedal is not depressed, the slider
INTERLOCK CABLE
pin is pressed into the position shown below by SLIDER BLOCK
the brake pedal. Thus the slider block is inhibited
A
from moving in direction A via the cam. In this
condition, the interlock cable and interlock cam
SELECTOR
are locked, and the guide pin on the shift lever LEVER SIDE
does not move out of the position. Thus the select
lever cannot be shifted to other than P position.
BRAKE PEDAL CAM

SLIDER PIN
CHU0514S008
2. When the brake pedal is depressed, the slider pin

moves freely in direction B. The slider block also INTERLOCK CABLE
SLIDER BLOCK
starts to move freely. The interlock cable and SELECTOR
interlock cam are not locked, thus shifting out of P LEVER SIDE
position becomes possible.
End Of Sie
CAM
BRAKE PEDAL SLIDER PIN
CHU0514S009
05–14–2
SELECTOR LEVER OUTLINE
CHU051446010S01
• Operability has been improved due to the short stroke feature of the selector lever.
• Shift position has been optimized by the reduction of space achieved between the frequently utilized N and D
ranges. Due to this optimization of shift position, a quick and sporty shift operation has been achieved while the
sleek shift feeling of an AT is also maintained.
End Of Sie
SELECTOR LEVER STRUCTURE
CHU051446010S02
M Range Switch
Outline
• The M range switch detects the selector lever in M
range position and sends a manual mode request
signal to the TCM.
05–14
M RANGE SWITCH
CHU0514S002
Operation
• The M range switch is an ON/OFF type switch that turns on when the selector lever is shifted to the M range. It
also remains on during up-shift and down-shift operations.
Up Switch
Outline
• The up switch detects an up-shift operation in the
M range and sends an up-shift request signal to
the TCM.
UP SWITCH
CHU0514S003
Operation
• The up switch is an ON/OFF type switch that turns on when the selector lever is in the M range (+) side
position.
Down Switch
Outline
• The down switch detects a down-shift operation in
the M range and sends a down-shift request
signal to the TCM.
DOWN SWITCH
CHU0514S004
Operation
• The down switch is an ON/OFF type switch that turns on when the selector lever is in the M range (–) side
position.
05–14–3
End Of Sie
STEERING SHIFT SWITCH FUNCTION

CHU051446010S03
• When an up-shift or down-shift operation is detected in M range, an up-shift or down-shift request signal is sent
to the TCM.
End Of Sie
STEERING SHIFT SWITCH CONSTRUCTION/OPERATION
CHU051446010S04
Construction
• There is one pair of up and down switches on both the left and right sides of the steering wheel.
• The down switch is built into the audio control and cruise control switches. (For vehicles without cruise control,
there is only a down switch.)
DOWN SWITCH
UP SWITCH UP SWITCH
CHU0514S201
Operation
Sending of up/down-shift request signals
• The TCM detects an up/down-shift request signal according to the voltage applied to terminal 1W.
• When the up or down switch is operated, the resistor built into the down switch changes the voltage applied to
TCM terminal 1W.
• The TCM controls upshifting or downshifting based on this change in voltage.
TCM CLOCK
SPRING DOWN SWITCH UP SWITCH (LH)
1W 5F 2F B C
LH A
RH
C
5C 2C B
TNS
DOWN (RH) UP SWITCH (RH)
5D 2D
DOWN (LH)
UP (RH)
UP (LH)
CHU0514S202
End Of Sie
05–14–4
STEERING 06SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 06-00

OUTLINE ELECTRIC POWER
ON-BOARD DIAGNOSTIC . . . . 06-02 STEERING (EPS). . . . . . . . . . 06-13
Toc of SCT
06–00 OUTLINE
STEERING ABBREVIATIONS . . . . . . . . . 06–00–1 STEERING SPECIFICATIONS . . . . . . . . 06–00–1
STEERING FEATURES . . . . . . . . . . . . . . 06–00–1
End of Toc
06–00
STEERING ABBREVIATIONS
CHU060001034S03
ABS Antilock Brake System

CM Control Module
DSC Dynamic Stability Control
EPS Electric Power Steering
HU Hydraulic Unit
IG Ignition
M Motor
OFF Switch Off
ON Switch On
SW Switch
End Of Sie
STEERING FEATURES
CHU060001034S01
Improved handling
Improved fuel economy • Rack assist EPS (Electric Power Steering) adopted
Improved marketability
Improved operability • Steering shaft with a tilt mechanism adopted
Improved safety • Steering shaft with an energy absorbing mechanism adopted
Improved serviceability • Enhanced malfunction diagnosis system for use with WDS or equivalent
End Of Sie
STEERING SPECIFICATIONS
CHU060001034S02
Item Specification
Steering wheel
Lock to lock (turns) 2.99
Shaft type Collapsible design
Steering shaft Coupling type Cross-shaped joint design
Tilt amount (mm {in}) 32 {1.3}
Type Rack and pinion design
Steering gear and linkage
Rack stroke (mm {in}) 79.0 {3.11} x 2
Power steering Power assist system Electric motor assist (rack assist type)
End Of Sie
06–00–1
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM PID/DATA MONITOR FUNCTION
OUTLINE (ELECTRIC POWER (ELECTRIC POWER STEERING) . . . . . 06–02–3
STEERING) . . . . . . . . . . . . . . . . . . . . . . 06–02–1 ON-BOARD DIAGNOSTIC SYSTEM
Block Diagram . . . . . . . . . . . . . . . . . . . 06–02–1 ACTIVE COMMAND MODE FUNCTION
ON-BOARD DIAGNOSTIC SYSTEM (ELECTRIC POWER STEERING) . . . . . 06–02–3
FUNCTION (ELECTRIC POWER ON-BOARD DIAGNOSTIC SYSTEM
STEERING) . . . . . . . . . . . . . . . . . . . . . . 06–02–2 EXTERNAL TESTER
Malfunction Detection Function . . . . . . 06–02–2 COMMUNICATION FUNCTION
Malfunction Display Function . . . . . . . . 06–02–2 (ELECTRIC POWER STEERING) . . . . . 06–02–4
Memory Function . . . . . . . . . . . . . . . . . 06–02–2 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . 06–02–4
Fail-safe Function . . . . . . . . . . . . . . . . 06–02–2 DLC-2 CONSTRUCTION . . . . . . . . . . . . . 06–02–5
ON-BOARD DIAGNOSTIC SYSTEM
End of Toc
ON-BOARD DIAGNOSTIC SYSTEM OUTLINE (ELECTRIC POWER STEERING)
CHU060201038S01
input/output signals and a simulation function that allows for override operation of output parts and is used to 06–02
set the system to the neutral position.
• The Data Link Connector 2 (DLC-2), which groups together all the connectors used for malfunction diagnosis
into a single location, has been adopted, thereby improving serviceability. Diagnosis is performed by
connecting the WDS or equivalent to the DLC-2.
diagnostic tester, and to access the data monitor and simulation functions, providing enhanced malfunction
diagnosis and improved serviceability.
Block Diagram
EPS CONTROL MODULE

ON-BOARD DIAGNOSTIC
FUNCTION
MEMORY EPS WARNING

FUNCTION LIGHT
EXTERNAL
MALFUNCTION TESTER CAN
INDICATION COMMUNICATION DLC-2
DRIVER
FUNCTION FUNCTION
WDS OR
EQUIVALENT
MALFUNCTION DATA ACTIVE
DETECTION MONITOR COMMAND
FUNCTION FUNCTION FUNCTION OTHER UNIT
(PCM)
FAIL-SAFE
FUNCTION
INPUT EPS NORMAL CONTROL AREA OUTPUT

PARTS PARTS
CHU0602S003
End Of Sie
06–02–1
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM FUNCTION (ELECTRIC POWER STEERING)
CHU060201038S02
• The malfunction detection function detects malfunctions in the input/output signal system of the EPS control
module when the ignition switch is at the ON position or driving the vehicle.
• When the ignition switch is turned to the ON position, the EPS warning light illuminates as shown in the
diagram to inspect for open circuits in the light.
WHEN THE PERIOD UNTIL ENGINE ROTATION

IS DETERMINED IS 2.4±0.2 S OR LESS
ON
IGNITION
SWITCH
OFF 2.4±0.2 s OR LESS
ENGINE
ENGINE ROTATING
ROTATION
DETERMINED ENGINE
STOPPED
ON
EPS WARNING
LIGHT
OFF
2.4±0.2 s
250 ms
WHEN THE PERIOD UNTIL ENGINE ROTATION

IS DETERMINED IS 2.4±0.2 S OR MORE
ON
IGNITION
SWITCH
OFF
ENGINE
ENGINE ROTATING
ROTATION
DETERMINED ENGINE
STOPPED
ON
EPS WARNING
LIGHT
OFF
TIME UNTIL ENGINE

250 ms IS DETERMINED
TO BE ROTATING
CHU0602S100
Malfunction Display Function

• When the malfunction detection function detects a malfunction, the EPS warning light illuminates to advise the
driver. Using the external tester communication function, DTCs can be output to the DLC-2 via the CAN
communication line. At the same time, malfunction detection results are sent to the memory and fail-safe
functions.
Memory Function
• The memory function stores DTCs for malfunctions in input/output signal systems. With this function, once a
• Since the EPS control module has a built-in non-volatile memory, DTCs are not cleared even if the battery is
removed. Therefore, it is necessary to clear the memory after performing repairs. Refer to the Workshop
Manual for the DTC clearing procedure.
Fail-safe Function
• When the malfunction detection function determines a malfunction, the EPS warning light illuminates to advise
the driver. At this time, the fail-safe function controls the system as shown in the DTC table.
06–02–2
ON-BOARD DIAGNOSTIC
DTC TABLE
Fail-safe function
System malfunction location DTC EPS warning light illumination
Control status
status
Battery power supply B1318 Illuminated Control suspended
EPS control module B1342 Illuminated Control suspended
EPS system (neutral position
B2141 Illuminated Control available
setting not performed)
Torque sensor B2278 Illuminated Control suspended
EPS motor C1099 Illuminated Control suspended
CAN bus communication error U0073 Illuminated*1 Control available*2
CAN communication error U1900 Illuminated*1 Control available*2
If there is an irregularity only in the
vehicle speed data:
CAN communication error U2023 Illuminated*1 Control available*2
If there is any other irregularity:
Control available*3
*1
: Illuminates after switching to fail mode. 06–02
*2
: Switches to fail mode (controlled by assist torque to allow safe driving).
*3
: If a malfunction is detected in the engine speed signal before the engine is started, assist control is not started
up.
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM PID/DATA MONITOR FUNCTION (ELECTRIC POWER STEERING)
CHU060201038S03
• The PID/data monitor function is used for optionally selecting input/output signal monitor items pre-set in the
EPS control module and reading them out in real-time.
PID/DATA MONITOR TABLE
Command name Unit/operation
Input/output part name
(WDS or equivalent) (WDS or equivalent)
B+ Battery positive voltage V
CCNT DTC (amount detected) —
EPS_MTR EPS motor A
EPSLAMP EPS warning light ON/OFF
RPM Engine speed signal RPM
TRQ_S_CORR Torque sensor neutral position NM
TRQ_SENS Torque sensor NM
VSS Vehicle speed signal KPH/MPH
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM ACTIVE COMMAND MODE FUNCTION (ELECTRIC POWER STEERING)
CHU060201038S04
• The EPS system can be set to the neutral position using the active command mode function.
Active command mode
Command name
Output part name Operation Operation condition
(WDS or equivalent)
TRQ_S_CAL EPS system (neutral position setting) ON/OFF Ignition switch at ON
End Of Sie
06–02–3
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC SYSTEM EXTERNAL TESTER COMMUNICATION FUNCTION (ELECTRIC POWER
STEERING)
CHU060201038S05
Outline
• The external tester communication function enables communication of diagnostic data (DTC read-outs, input/
output signal read-outs, and operation of input/output parts) between the EPS control module and an external
tester.
Connections/Communication Contents
External tester
Item WDS
Self-diagnosis (malfunction
detection) function
Input/output: CAN_H, CAN_L Serial communication
PID/data monitor function
Active command mode function
Serial Communication
• Serial communication (two-way communication) allows for multiple data to be sent and received instantly along
the same line.
• By connecting the WDS or equivalent to the DLC-2, diagnostic data can be sent and received between the
WDS or equivalent and the EPS control module via CAN communication lines.
• The EPS control module receives the command signals of the malfunction detection function, PID/data monitor
function, and the active command mode function from the WDS or equivalent, and sends DTCs and data
regarding the operating condition and status of each input/output part to the WDS or equivalent.
DLC-2
CHU0602S001
Diagnostic function name Signal received Signal sent

Command signal to read selected
PID/data monitor function Monitored data for selected monitor item
monitor item
Operation command signal for selected Output part operation signal and system
Active command mode function
active command item neutral position setting
End Of Sie
06–02–4
ON-BOARD DIAGNOSTIC
DLC-2 CONSTRUCTION
CHU060201038S06
• A DLC-2 connector conforming to ISO (International Organization for Standardization) standards has been
added.
been adopted for this connector. The connector has a 16-pin construction that includes the CAN_H, CAN_L,
GND1, GND2 and B+ terminals.
DLC-2
B+ CAN_L
CAN_H GND2 GND1
CHU0602S002
Terminal Function
CAN _L Serial communication terminal (Lo)
GND1 Body GND terminal
06–02
GND2 Serial communication GND terminal
End Of Sie
06–02–5
ELECTRIC POWER STEERING (EPS)
06–13 ELECTRIC POWER STEERING (EPS)
ELECTRIC POWER STEERING (EPS) TORQUE SENSOR
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 06–13–1 CONSTRUCTION/OPERATION . . . . . . . 06–13–7
ELECTRIC POWER STEERING (EPS) Construction . . . . . . . . . . . . . . . . . . . . . 06–13–7
STRUCTURAL VIEW . . . . . . . . . . . . . . 06–13–2 Operation . . . . . . . . . . . . . . . . . . . . . . . 06–13–7
ELECTRIC POWER STEERING (EPS) ELECTRIC POWER STEERING (EPS)
SYSTEM WIRING DIAGRAM . . . . . . . . 06–13–3 CONTROL MODULE
ELECTRIC POWER STEERING (EPS) CONSTRUCTION/OPERATION . . . . . . . 06–13–8
Construction. . . . . . . . . . . . . . . . . . . . . 06–13–4 Operation . . . . . . . . . . . . . . . . . . . . . . . 06–13–9
Operation . . . . . . . . . . . . . . . . . . . . . . . 06–13–4 CONTROLLER AREA NETWORK
Function of Component Parts . . . . . . . 06–13–5 (CAN) OUTLINE . . . . . . . . . . . . . . . . . . . 06–13–10
STEERING GEAR AND LINKAGE ENERGY ABSORBING SYSTEM
CONSTRUCTION . . . . . . . . . . . . . . . . . 06–13–5 CONSTRUCTION/OPERATION . . . . . . . 06–13–11
ELECTRIC POWER STEERING (EPS) Construction . . . . . . . . . . . . . . . . . . . . . 06–13–11
MOTOR CONSTRUCTION/ Operation . . . . . . . . . . . . . . . . . . . . . . . 06–13–11
OPERATION . . . . . . . . . . . . . . . . . . . . . 06–13–6
Construction. . . . . . . . . . . . . . . . . . . . . 06–13–6
Operation . . . . . . . . . . . . . . . . . . . . . . . 06–13–6
06–13
End of Toc
ELECTRIC POWER STEERING (EPS) OUTLINE
CHU061301034S01
• Rack assist EPS (Electric Power Steering), with a direct-assist type rack, has been adopted for the steering
rack on all models.
• EPS provides excellent steering feel and smooth handling from low to high speeds due to an electronic control
system.
• Since the electric power assist system does not require a power steering oil pump, engine load has been
reduced and fuel economy improved.
Caution
• After performing the following work on the steering system, always set the EPS system to the
neutral position to prevent system malfunction. Refer to the Workshop Manual for neutral position
setting procedures.
— Replacing the steering gear and linkage
— Replacing the EPS control module
— Disconnecting the steering shaft joint (gear side)
End Of Sie
06–13–1
ELECTRIC POWER STEERING (EPS) STRUCTURAL VIEW
CHU061301034S02
STEERING WHEEL
EPS WARNING LIGHT
INSTRUMENT CLUSTER
EPS MOTOR
STEERING SHAFT
PCM
TORQUE SENSOR
EPS CONTROL MODULE
STEERING GEAR AND LINKAGE

CHU0613S001
End Of Sie
06–13–2
ELECTRIC POWER STEERING (EPS) SYSTEM WIRING DIAGRAM
CHU061301034S03
EPS CONTROL MODULE NOISE

IG SWITCH
EPS 60 A POWER RELAY FILTER STEERING GEAR
1A
AND LINKAGE
ENGINE 15 A EPS MOTOR
2P
4B b b b B
BATTERY CPU
M
4A a a a A
INSTRUMENT
CLUSTER 1B
CAN MOTOR
DRIVER RELAY
2M TORQUE SENSOR
CPU
3C a a C
2K
CAN DRIVER 3B b b B
ABS HU/CM OR 06–13
EPS WARNING DSC HU/CM
LIGHT 3A c c A SENSOR
CORE
CPU
2A
CAN DRIVER 2O
PCM
CPU
CAN DRIVER
CHU0602S004
End Of Sie
06–13–3
ELECTRIC POWER STEERING (EPS) CONSTRUCTION/OPERATION
CHU061301034S04
Construction
• The EPS (Electric Power Steering) consists mainly of manual steering and electric assist mechanisms, and a
control system.
— Manual steering mechanism:
Consists of the steering wheel, steering shaft, steering gear and linkage.
— Electric assist mechanism:
Consists of the EPS motor and ball screw built into the steering gear and linkage.
— Control system:
Consists of a torque sensor, and vehicle speed and engine speed signals input from the EPS control
module and PCM.
PCM
-VEHICLE SPEED SIGNAL
-ENGINE SPEED SIGNAL
EPS CONTROL MODULE
STEERING TORQUE SENSOR

FORCE
SIGNAL
BALL SCREW RACK AND PINION MECHANISM

EPS MOTOR
STEERING GEAR AND LINKAGE
CHU0613S002
Operation
• EPS assists the manual steering mechanism operation with the EPS motor, supplementing manual power
during vehicle steering and reducing the load on the driver.
Manual Steering Mechanism Operation

• The steering input force, formed when the driver operates the steering wheel, is converted from a rotational
movement to a linear movement by the rack and pinion mechanism of the steering gear and linkage. This linear
movement is transmitted via the inner and outer ball joints to the steering knuckle and the tires are steered to
the left or right.
Power Assist Mechanism Operation

• According to the steering action of the driver, the torque sensor detects the steering force for the road surface
resistance and then inputs a steering force signal to the EPS control module. The EPS control module uses this
steering force signal, correcting for vehicle speed and other conditions, to determine the proper power assist
force.
• Based on the assist force determined by the EPS control module, the current from the motor drive circuit to the
EPS motor is controlled to within the target current amount and the motor operates accordingly.
• The operating force generated by the EPS motor rotates the ball screw integrated with the motor and thereby
assists the rack to turn axially. Due to this, the steering operation load on the driver is reduced.
06–13–4
Function of Component Parts
Part name Function
• Detects the steering force signal and inputs it to the EPS control
Torque sensor
Steering gear and module.
linkage • Generates an assist force based on the control current from the
EPS motor
EPS control module.
• Determines the control current for the EPS motor based on the
steering force signal from the torque sensor, vehicle speed signal
from the PCM and other signals.
EPS control module • Inputs an idle increase request signal to the PCM via CAN
communication lines.
• Controls the on-board diagnostic system and fail-safe function
when an abnormality is detected in the EPS system.
• Inputs the vehicle speed signal to the EPS control module via CAN
Vehicle speed signal
PCM
• Inputs the engine speed signal to the EPS control module via CAN
Engine speed signal
• The light illuminates to inform the driver when a system malfunction
Instrument cluster EPS warning light
is detected.
End Of Sie 06–13

STEERING GEAR AND LINKAGE CONSTRUCTION
CHU061332960S01
• The steering gear and linkage consists of the steering rack, pinion shaft, EPS motor, ball screw and torque
sensor.
• The steering rack, which has a threaded groove, is inserted through the center of the EPS motor. The rotation
of the EPS motor (assist force) is transmitted via the balls inside the ball screw directly to the steering rack.
• The torque sensor, which detects the steering force, is installed on the pinion shaft.
BALL SCREW TORQUE SENSOR

PINION SHAFT
EPS MOTOR
STEERING RACK
CHU0613S003
End Of Sie
06–13–5
ELECTRIC POWER STEERING (EPS) MOTOR CONSTRUCTION/OPERATION
CHU061332960S02
Construction
• The EPS motor is a direct current motor with a magnet fixed to the inner surface of the motor housing.
• The main structural parts are the armature coil (inserted through the steering rack), brush (where energization
occurs), magnet and the ball screw.
• The armature coil moves together with the ball screw so that when the coil rotates so does the ball screw.
ARMATURE COIL
YOKE
BALL NUT
MAGNET MOTOR HOUSING

COMMUTATOR
BRUSH
CHU0613S004
Operation
• The ball screw, positioned with the steering rack inserted through it, encloses balls that move in the threaded
grooves between the rack and the ball screw. A deflector is attached to circulate the balls.
• When the EPS motor operates according to a control current from the EPS control module, the armature is
rotated and the ball screw is rotated together with the armature. This causes the balls to roll and move along
the threaded groove between the ball screw and the steering rack. The balls are continuously circulated by the
ball screw deflector. Due to this, the rotational force of the EPS motor is converted via the balls into the axial
direction movement of the steering rack and a highly effective means of transmission is achieved.
BALL
BALL SCREW
STEERING RACK DEFLECTOR

CHU0613S005
End Of Sie
06–13–6
TORQUE SENSOR CONSTRUCTION/OPERATION
CHU061332960S03
Construction
• The torque sensor, installed on the pinion shaft, detects the amount of road surface resistance (steering torque)
and the steering direction, and inputs a corresponding signal to the EPS control module.
Operation
• The torsion bar within the pinion shaft is of double-construction with the steering shaft and steering gear sides
joined together. Due to this, torsion forms on the torsion bar according to the steering force on the steering
shaft side and the road surface resistance on the steering gear side. This torsion is converted to electrical
signal based on variable inductance, and the amount of road surface resistance (steering torque) and the
steering direction are detected.
TORSION BAR INPUT SHAFT
06–13
OUTPUT VOLTAGE
2.5 V
STEERING RACK
LEFT 0 RIGHT
INPUT TORQUE
OUTPUT CHARACTERISTICS
PINION GEAR
TORQUE SENSOR CROSS-SECTIONAL VIEW

CHU0613S006
End Of Sie
06–13–7
ELECTRIC POWER STEERING (EPS) CONTROL MODULE CONSTRUCTION/OPERATION
CHU061367880S01
Construction
• The EPS control module is located in the engine compartment, on the underside of the PCM.
• The module calculates the proper assist current based on the steering force signal from the torque sensor
installed on the steering gear and linkage, and the vehicle and engine speed signals from the PCM using CAN
communication line, and then outputs the control current to the EPS motor.
Function Table
Control items Function
• Calculates the proper assist current based on the steering force, and vehicle and engine
Motor current control
speeds, and outputs a control current to the EPS motor.
System overheating • In order to prevent system overheating, motor current is controlled according to turning limit or
prevention control motor output control.
• A function that allows important parts of the control system to perform self-diagnosis. In case
a malfunction occurs, the EPS warning light illuminates to alert the driver, and at the same
Self-diagnosis function time a DTC is stored in the EPS control module.
• As a result of the self-diagnosis, when a malfunction is determined, system control is
suspended or limited to prevent any dangerous occurrence while driving.
MOTOR CONTROL
STEERING FORCE CURRENT
SIGNAL EPS MOTOR
TORQUE SENSOR
IDLE SPEED
INCREASE REQUEST
VEHICLE SPEED SIGNAL (CAN)
SIGNAL (CAN) EPS CONTROL MODULE PCM
EPS WARNING
PCM ENGINE SPEED LIGHT ON REQUEST
SIGNAL (CAN) SIGNAL (CAN) EPS WARNING
LIGHT
ON-BOARD DIAGNOSIS
FUNCTION
CHU0613S014
06–13–8
Operation
Motor current control
• The proper assist current is calculated based on the steering force signal from the torque sensor, and the
vehicle and engine speed signals from the PCM, and then the control current is output to the EPS motor.
• Also, various control corrections are performed according to vehicle driving conditions.
— Base current control
• The base current is the fundamental MOTOR
current amount for driving the EPS motor CONTROL VEHICLE SPEED
and is calculated based on the steering CURRENT (HIGH)
force and vehicle speed signals.
— Inertia correction control
• The inertia correction control
compensates for the influence caused by
the motor body of revolution inertia
(insufficient torque when starting, torque
continuance when stopping). The
correction current to the base current is 0
STEERING TORQUE
either increased or decreased according
CHU0613S007
to vehicle conditions.
• Inertia correction control is calculated
based on the steering force and vehicle CORRECTIVE
CURRENT
06–13
speed signals, and the motor speed.
— Damping correction control VEHICLE
• The damping correction control reduces SPEED
slight vibrations transmitted from the road (LOW)
surface (kickback) using the motor control
current. The correction current to the base VEHICLE SPEED
current is either increased or decreased (HIGH)
according to vehicle conditions.
0
• The damping correction control is STEERING FORCE DERIVATIVE
calculated based on the steering force
CHU0613S008
and vehicle speed signals, and the motor
speed.
06–13–9
System overheating prevention control
• To prevent a malfunction of the system caused by overheating (due to motor over-speed or other factors), the
steering mechanism turning limit and cumulative value of the motor current are detected and the current output
to the EPS motor is controlled accordingly.
— Turning limit control
• The turning limit control detects the MOTOR OUTPUT (%)
turning limit of the steering mechanism
and when it is determined that the limit RETURN
has been reached, current output to the 100
EPS motor is reduced by approximately
one-half.
• Then, when it is determined that it is no
longer at the turning limit, the motor
current is returned to normal.
— Motor output limit control 0 TIME
NOT AT
• The motor output limit control detects the TURNING LIMIT
DETECTED TURNING LIMIT
cumulative value of the current output to
CHU0613S010
the motor, and if the steering mechanism
is turned from lock to lock continuously (or
similar repetitious operation), current output to the EPS motor is lowered.
• The motor current will gradually return to MOTOR OUTPUT UNDER LIMITED CONTROL
normal after the steering torque is MOTOR OUTPUT (%)
detected at 0 N·m {0 kgf·cm, 0 in·lbf} or 100
the ignition switch is turned off. A
maximum of 15 min is required to return
to normal conditions.
CUMULATIVE
End Of Sie CURRENT
OBSERVED
0 TIME
TURNING BACK CONTROL
AND FORTH STARTS
STARTS
MOTOR OUTPUT RETURNING

MOTOR OUTPUT (%)
100
CURRENT CONTROLLED
TO RETURN
(MAX. 15 MIN)
0 TIME
RETURN RETURN TO
STARTS NORMAL
CHU0613S011

CHU061367880S02
• The EPS control module sends and receives data to and from other modules via the CAN. Refer to Section 09
for a detailed explanation of the CAN.
Transmitted information
• EPS warning light ON request
• Idle speed increase request
Received information
• Vehicle speed
• Engine speed
End Of Sie
06–13–10
ENERGY ABSORBING SYSTEM CONSTRUCTION/OPERATION
CHU061332010S01
Construction
• Due to impact absorbing mechanisms at two points on the steering shaft, when a collision occurs, the steering
shaft effectively absorbs the impact energy that would be transmitted to the driver, thereby reducing injury.
Operation
• At the moment of a collision, the rearward collapse of the steering gear and linkage takes in the impact energy
from the front (first stage impact), causing the intermediate shaft connecting the steering gear and linkage with
the steering shaft to contract, thereby absorbing the impact energy. (Section X in the figure)
• Then, as the steering wheel contacts the body of the driver (second stage impact), the fixing bracket of the
steering shaft comes off the dashboard member causing inner shafts A and B to contract, thereby absorbing
the impact energy. (Section Y in the figure)
INSTRUMENT PANEL MEMBER

SECTION Y
CROSS-SECTION X
06–13
INTERMEDIATE SHAFT
STEERING SHAFT
SECTION X
STEERING GEAR
STEERING GEAR SIDE STEERING WHEEL SIDE
FIXING BRACKET
INNER SHAFT B INNER SHAFT A
CROSS-SECTION Y
CHU0613S013
End Of Sie
06–13–11
HEATER, VENTILATION &
AIR CONDITIONING (HVAC)
07SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 07-00

OUTLINE CONTROL SYSTEM . . . . . . . . 07-40
BASIC SYSTEM . . . . . . . . . . . . 07-11
Toc of SCT
07–00 OUTLINE
HVAC ABBREVIATION . . . . . . . . . . . . . . 07–00–1 Basic System . . . . . . . . . . . . . . . . . . . . 07–00–1
HVAC FEATURES . . . . . . . . . . . . . . . . . . 07–00–1 Control System. . . . . . . . . . . . . . . . . . . 07–00–2
HVAC SPECIFICATIONS . . . . . . . . . . . . . 07–00–1
End of Toc
HVAC ABBREVIATION
CHU070001038S01
07–00
A/C Air Conditioning
B+ Battery Positive Voltage
HI High
IG Ignition
LO Low
M Motor
MAX Maximum
OFF Switch Off
ON Switch On
PCM Powertrain Control Module
REC Recirculate
End Of Sie
HVAC FEATURES
CHU070001038S02
Reduced weight • Integrated A/C unit adopted

Improved air conditioning
• Sub-cooling system to multi-flow condenser adopted
performance
Improved comfort • Air filter adopted
End Of Sie
HVAC SPECIFICATIONS
CHU070001038S03
Basic System
Item Specification
Heating capacity (kW {kcal/h}) 4.400 {3,784}
Cooling capacity (kW {kcal/h}) 4.500 {3,870}
Type R-134a
Refrigerant Regular amount
(g {oz}) 430 {15.2}
(approx. quantity)
Type Scroll type
Discharge capacity (ml {cc, fl oz}) 60 {60, 2.03}
Max. allowable speed (rpm) 9,000
A/C compressor
Type DENSO OIL8
Lube oil Sealed volume
(ml {cc, fl oz}) 60 {60, 2.03}
(approx. quantity)
07–00–1
OUTLINE
Item Specification
Type Multiflow (sub-cooling type)
Radiated heat (kW {kcal/h}) 7.0 {6,020}
Condenser
Receiver/drier capacity (ml {cc, fl oz}) 190 {190, 6.42}
Desiccant XH-9
Expansion valve Type External pressure equalizer
Evaporator Type Double-tank drawn cup
Temperature control Reheat full air mix type
Control System
Item Specification
Airflow volume
(during heater operation)
Blower motor (m3/h) 300
Electricity consumption
Blower motor (W) 220
(during heater operation)
Airflow volume (during air
conditioner operation)
Blower motor (m3/h) 460
Electricity consumption Blower motor (W) 220
(during air conditioner
operation) Magnetic clutch (W) 35
Magnetic clutch clearance (mm {in}) 0.20—0.45 {0.008—0.017}
Fan type Blower motor Sirocco fan
Type Triple-pressure
Operating pressure
HI AND LO PRESSURE
0.18—0.22 2.94—3.17
{1.84—2.24, 26.2—31.9} {30.0—32.3, 427—459}
ON
OFF
0.20—0.24 2.15—2.78
{2.04—2.44, {22.0—28.3, 312—404}
Refrigerant pressure
29.0—34.8}
switch
(MPa {kgf/cm2, psi}) MEDIUM-PRESSURE
1.11—1.35
{11.4—13.7, 161—195}
ON
OFF
1.44—1.60
{14.7—16.3, 209—232}
Ambient temperature sensor

Sensor Thermistor
Evaporator temperature sensor
Air intake actuator Sliding contact type
Actuator Air mix actuator
Potentiometer type
Airflow mode actuator
End Of Sie
07–00–2
BASIC SYSTEM
07–11 BASIC SYSTEM
BASIC SYSTEM OUTLINE . . . . . . . . . . . 07–11–1 Air Mix Door Operation . . . . . . . . . . . . . 07–11–4
BASIC SYSTEM STRUCTURAL Airflow Mode Door Operation . . . . . . . . 07–11–5
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–11–1 Airflow Distribution . . . . . . . . . . . . . . . . 07–11–5
BASIC SYSTEM FLOW DIAGRAM . . . . 07–11–2 A/C COMPRESSOR
BLOWER UNIT CONSTRUCTION . . . . . 07–11–3 CONSTRUCTION . . . . . . . . . . . . . . . . . . 07–11–6
AIR FILTER FUNCTION . . . . . . . . . . . . . 07–11–3 CONDENSER CONSTRUCTION . . . . . . . 07–11–6
A/C UNIT CONSTRUCTION/ REFRIGERANT LINES
OPERATION . . . . . . . . . . . . . . . . . . . . . 07–11–4 CONSTRUCTION . . . . . . . . . . . . . . . . . . 07–11–7
Construction. . . . . . . . . . . . . . . . . . . . . 07–11–4
End of Toc
BASIC SYSTEM OUTLINE
CHU071101040S01
Reduced Weight
• A/C unit with integrated cooling and heater units adopted to reduce weight.
Improved Air Conditioning Performance
• Sub-cooling system with an integrated condenser and receiver/drier adopted to facilitate evaporator operation.
This system also reduces the number of parts and the amount of refrigerant.
Improved Comfort
• Air filter, which cleans air flowing into passenger compartment, adopted.
End Of Sie 07–11
BASIC SYSTEM STRUCTURAL VIEW
CHU071101040S02
A/C UNIT REAR HEAT DUCT

BLOWER UNIT
AIRFLOW MODE MAIN LINK

HEATER HOSE
REAR HEAT DUCT
REFRIGERANT
LINES
A/C COMPRESSOR
CONDENSER
CHU0711S003
End Of Sie
07–11–1
BASIC SYSTEM
BASIC SYSTEM FLOW DIAGRAM
CHU071101040S03
VENTILATION SYSTEM
SIDE SIDE
DEMISTER DEFROSTER DEFROSTER DEMISTER
FRESH
RECIR-
CULATE
HEATER CORE
AIR FILTER
SIDE CENTER CENTER SIDE

VENT VENT VENT VENT
BLOWER MOTOR
EVAPORATOR
REAR FRONT FRONT REAR

HEAT HEAT HEAT HEAT
CHU0711S004
REFRIGERANT SYSTEM
LOW-PRESSURE CHARGING VALVE EXPANSION VALVE
EVAPORATOR
A/C COMPRESSOR
HIGH-PRESSURE CHARGING VALVE
CONDENSER
CHU0711S005
End Of Sie
07–11–2
BASIC SYSTEM
BLOWER UNIT CONSTRUCTION
CHU071113988S01
• Composed of the following parts:
— Blower motor
— Air intake door
— Air intake actuator
— Air filter
End Of Sie
AIR INTAKE DOOR
AIR INTAKE ACTUATOR
AIR FILTER
BLOWER MOTOR
CHU0711S006
AIR FILTER FUNCTION

CHU071113988S02
• An air filter that can remove pollen and dust has been adopted.
• The air filter cannot be reused and must be replaced periodically. Even new air filters are gray, so be careful
not to mistake the gray color for dirt. 07–11
• Air filter can be replaced easily.
End Of Sie
AIR FILTER
CHU0711S007
07–11–3
BASIC SYSTEM
A/C UNIT CONSTRUCTION/OPERATION
CHU071161130S01
Construction
• An A/C unit with integrated cooling and heater units has been adopted.
— Evaporator
— Heater core
— Expansion valve
— Air mix door
— Airflow mode door
— Evaporator temperature sensor
— Resistor (blower motor)
— Air mix actuator
— Airflow mode actuator
— A/C amplifier
EVAPORATOR
TEMPERATURE EXPANSION VALVE
EVAPORATOR
SENSOR
RESISTOR
AIRFLOW (BLOWER
MODE DOOR MOTOR)
AIRFLOW
MODE
ACTUATOR
AIR MIX
DOOR
A/C AMPLIFIER AIRFLOW

AIRFLOW MODE DOOR
MODE MAIN LINK
AIR MIX ACTUATOR
HEATER CORE
CHU0711S008
Air Mix Door Operation

• The air mix door, installed in the A/C unit, controls HOT or COLD positions, depending on the position of the
temperature control dial. As a result, the airflow distribution changes, and the airflow temperature is controlled.
EVAPORATOR
AIR MIX DOOR
HEATER CORE
AIR MIX
DOOR
[COLD] [HOT]
CHU0711S009
07–11–4
BASIC SYSTEM
Airflow Mode Door Operation
• The airflow mode doors move to the VENT, BI-LEVEL, HEAT, HEAT/DEF, or DEFROSTER position,
depending on the position of the airflow mode selector switch. As a result, the airflow mode changes.
AIRFLOW
MODE DOOR
EVAPORATOR
AIR MIX
DOOR
TO
FRONT HEAT
TO CENTER VENT
AND SIDE VENT TO CENTER VENT
AND SIDE VENT
HEATER CORE
AIRFLOW TO REAR HEAT
[VENT] TO FRONT HEAT
MODE DOOR
[BI-LEVEL]
TO DEFROSTER
AND SIDE
DEMISTER
TO FRONT HEAT 07–11
TO FRONT HEAT
TO FRONT HEAT
[HEAT] TO DEFROSTER
TO DEFROSTER
AND SIDE AND SIDE
DEMISTER DEMISTER
TO FRONT HEAT
TO FRONT HEAT
TO FRONT HEAT
[HEAT/DEF] [DEFROSTER]
CHU0711S010
Airflow Distribution
AIRFLOW RATE (%)
VENT HEAT DEFROSTER
AIRFLOW
MODE PASSENGER- PASSENGER- PASSENGER-
DRIVER-SIDE DRIVER-SIDE DRIVER-SIDE
SIDE SIDE SIDE
SIDE CENTER CENTER SIDE FRONT REAR FRONT REAR SIDE CENTER CENTER SIDE
VENT 25 25 25 25 – – – – – – – –
BI-LEVEL 12.5 12.5 12.5 12.5 16.25 8.75 16.25 8.75 – – – –
HEAT – – – – 27 14.5 27 14.5 2 6.5 6.5 2
HEAT/DEF – – – – 16.25 8.75 16.25 8.75 6 19 19 6
DEFROSTER – – – – – – – – 12 38 38 12
End Of Sie
07–11–5
BASIC SYSTEM
A/C COMPRESSOR CONSTRUCTION
CHU071161480S01
— A/C compressor body
— Magnetic clutch
End Of Sie
MAGNETIC CLUTCH
A/C COMPRESSOR BODY
CHU0711S011
CONDENSER CONSTRUCTION
CHU071161480S02
• A sub cool condenser has been adopted. It is a multi-flow condenser which is equipped with a sub cooling part
and integrated with a receiver/drier.
• The sub cool condenser separates liquid-gas refrigerant initially cooled at the condenser via the receiver/drier,
where it returns again to the condenser sub cooling part and is cooled, accelerating liquefaction and improving
cooling capacity.
End Of Sie
REFRIGERANT FLOW
CONDENSER IN
RECEIVER/
DRIER COOLING
PART
SUB COOLING PART

OUT
CHU0711S012
07–11–6
BASIC SYSTEM
REFRIGERANT LINES CONSTRUCTION
CHU071161460S01
• Aluminum alloy has been adopted for the pipes of the refrigerant lines and rubber (flexible hoses) has been
adopted for the hoses.
• A high-pressure charging valve is installed on cooler pipe No.2, and a low-pressure charging valve is installed
on the cooler hose (LO).
LOW-PRESSURE CHARGING VALVE

COOLER PIPE No.2
HIGH-PRESSURE CHARGING VALVE

COOLER HOSE (LO)
07–11
COOLER HOSE (HI)
COOLER PIPE No.1
CHU0711S013
End Of Sie
07–11–7
CONTROL SYSTEM
CONTROL SYSTEM OUTLINE. . . . . . . . 07–40–1 CONSTRUCTION . . . . . . . . . . . . . . . . . . 07–40–4
CONTROL SYSTEM STRUCTURAL AMBIENT TEMPERATURE SENSOR
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–40–1 CONSTRUCTION . . . . . . . . . . . . . . . . . . 07–40–5
CONTROL SYSTEM SYSTEM WIRING EVAPORATOR TEMPERATURE SENSOR
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 07–40–2 CONSTRUCTION . . . . . . . . . . . . . . . . . . 07–40–5
AIR INTAKE ACTUATOR REFRIGERANT PRESSURE SWITCH
AIR MIX ACTUATOR CONSTRUCTION 07–40–3 Medium-pressure Switch. . . . . . . . . . . . 07–40–6
AIRFLOW MODE ACTUATOR CLIMATE CONTROL UNIT
BLOWER MOTOR CONSTRUCTION. . . 07–40–3 A/C AMPLIFIER FUNCTION . . . . . . . . . . 07–40–7
RESISTOR operation . . . . . . . . . . . . . . . 07–40–4 Defroster Control . . . . . . . . . . . . . . . . . . 07–40–7
MAGNETIC CLUTCH
End of Toc
CONTROL SYSTEM OUTLINE
CHU074001040S01
Improved Marketability
• Logic-type manual air conditioner adopted.
End Of Sie
CONTROL SYSTEM STRUCTURAL VIEW 07–40
CHU074001040S02
BLOWER RELAY
A/C RELAY REFRIGERANT
AMBIENT
PRESSURE SWITCH
TEMPERATURE
SENSOR
AIR INTAKE ACTUATOR
RELAY BLOCK BLOWER MOTOR
MAGNETIC RESISTOR (BLOWER MOTOR)

CLUTCH
EVAPORATOR TEMPERATURE SENSOR
AIR MIX
ACTUATOR
A/C AMPLIFIER
AIRFLOW MODE
ACTUATOR CLIMATE CONTROL UNIT
CHU0740S001
End Of Sie
07–40–1
CONTROL SYSTEM
CONTROL SYSTEM SYSTEM WIRING DIAGRAM
CHU074001040S03
IG2 B+
ECT SENSOR
A/C AMPLIFIER
2C 2A
2M PCM
REFRIGERANT
PRESSURE
SWITCH
5V 1M
5V
AMBIENT
A TEMPERATURE
SENSOR 2O
2K 2H
AIR MIX
1V M ACTUATOR
EVAPORATOR
TEMPERATURE 1U
SENSOR
2J
2G AIRFLOW
MODE
2P
1X M ACTUATOR
1W
BLOWER
MOTOR A
BLOWER 1I
M
RELAY IG2
1J
CPU
RESISTOR FAN SWITCH
M
4 AIR INTAKE
ACTUATOR
3 REAR WINDOW
1K DEFROSTER
2 RELAY
1 0
1R CLIMATE
1E CONTROL
1P
UNIT
2N
CHU0740S008
End Of Sie
AIR INTAKE ACTUATOR CONSTRUCTION
CHU074061480S01
• A sliding contact type has been adopted.
RECIRCULATE
180°
G
A C
FRESH
CHU0740S002
End Of Sie
07–40–2
CONTROL SYSTEM
AIR MIX ACTUATOR CONSTRUCTION
CHU074061480S02
• A potentiometer type, which allows minute and smooth changes of the door position, has been adopted.
MAX COLD
90°
F
MAX HOT
G
MAX MAX
COLD HOT
A
E
C
CHU0740S003
End Of Sie
AIRFLOW MODE ACTUATOR CONSTRUCTION
CHU074061480S03
• A potentiometer type, which allows minute and smooth changes of the door position, has been adopted.
DEFROSTER
F
90°
07–40
G
DEFROSTER VENT
A
E
VENT
C
CHU0740S004
End Of Sie
BLOWER MOTOR CONSTRUCTION
CHU074061480S04
• A sirocco fan has been adopted.
End Of Sie
SIROCCO FAN
BLOWER MOTOR
CHU0740S005
07–40–3
CONTROL SYSTEM
RESISTOR OPERATION
CHU074061480S05
• Changes the resistance value of the blower motor operation current based on fan switch operation to control
the airflow volume.
IG2 B+
BLOWER
BLOWER
MOTOR
RELAY
RESISTOR M
A/C AMPLIFIER
2 3
1 4
FAN SWITCH
0
CHU0740S009
End Of Sie
MAGNETIC CLUTCH CONSTRUCTION
CHU074061480S06
• Engages and disengages the A/C compressor body according to control signals from the PCM. When
engaged, it transmits engine power to the A/C compressor body via the drive belt.
End Of Sie
MAGNETIC CLUTCH
A/C COMPRESSOR BODY
CHU0711S011
07–40–4
CONTROL SYSTEM
AMBIENT TEMPERATURE SENSOR CONSTRUCTION
CHU074061480S07
• A thermistor type has been adopted.
KILOHM
16
14
AMBIENT
TEMPERATURE 12
RESISTANCE
SENSOR
10
0
-10 0 10 20 30 40 50 °C {°F}
{14} {32} {50} {68} {86} {104} {122}
07–40
TEMPERATURE
CHU0740S012
End Of Sie
EVAPORATOR TEMPERATURE SENSOR CONSTRUCTION
CHU074061480S08
• A thermistor type has been adopted.
KILOHM
14
12
EVAPORATOR 10
TEMPERATURE
RESISTANCE
SENSOR
8
0
-10 0 10 20 30 40 50 °C {°F}
{14} {32} {50} {68} {86} {104} {122}
TEMPERATURE
CHU0740S007
End Of Sie
07–40–5
CONTROL SYSTEM
REFRIGERANT PRESSURE SWITCH CONSTRUCTION
CHU074061480S09
• A triple-pressure type has been adopted.
• The refrigerant pressure switch is composed of the high-pressure and low-pressure switches, which cut the A/
C signal to protect the refrigeration cycle if pressure in the refrigeration cycle is too high or too low; and the
medium-pressure switch, which sends an cooling fan control signal according to the operation load of the
cooling fan.
Medium-pressure Switch
• When refrigerant pressure reaches approx. 1.44 MPa {14.7 kgf/cm2, 209 psi} or more, the contact turns on,
and a cooling fan control signal is sent to the PCM.
• When the PCM receives a cooling fan control signal while the A/C is on, it sends an operation signal to the
cooling fan relay.
PCM
OPERATING PRESSURE (MPa {kgf/cm2, psi}
COOLING FAN
CONTROL
1.11—1.35 {11.4—13.7, 161—195}
SIGNAL
ON
MEDIUM-
PRESSURE
SWITCH
OFF
1.44—1.60 {14.7—16.3, 209—232}
CHU0740S006
End Of Sie
CLIMATE CONTROL UNIT CONSTRUCTION
CHU074013988S01
— Fan switch
— Airflow mode selector switch
— REC/FRESH switch
— A/C switch
— Temperature control dial
— Defroster switch
— Rear window defroster switch
End Of Sie DEFROSTER SWITCH AIRFLOW MODE
A/C SWITCH SELECTOR SWITCH
FAN SWITCH REAR WINDOW

DEFROSTER SWITCH
REC/FRESH SWITCH TEMPERATURE CONTROL DIAL
CHU0740S010
07–40–6
CONTROL SYSTEM
A/C AMPLIFIER FUNCTION
CHU074061480S10
• Receives signals from the climate control unit and sends operation control signals to the actuators.
• A/C amplifier has defroster control.
AIR MIX ACTUATOR
AIRFLOW TEMPERATURE CHANGES
AIRFLOW MODE ACTUATOR
CLIMATE
CONTROL A/C AMPLIFIER AIRFLOW MODE CHANGES
UNIT
AIR INTAKE ACTUATOR
AIR INTAKE MODE CHANGES
CHU0740S011
Defroster Control 07–40

• To improve defrosting when the climate control unit airflow mode selector switch is turned to HEAT/DEF or the
defroster switch is on, the defroster control switches air intake to FRESH mode, and switches A/C to ON.
A/C ON/OFF
Air intake mode (A/C switch pressed)
Airflow mode
(REC/FRESH switch pressed)
A/C A/C illumination
VENT, BI-LEVEL, OFF OFF
RECIRCULATE⇔FRESH
HEAT ON ON
HEAT/DEF,
FRESH ON ON⇔OFF
DEFROSTER
End Of Sie
07–40–7
RESTRAINTS 08SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 08-00

OUTLINE AIR BAG SYSTEM . . . . . . . . . . 08-10
ON-BOARD DIAGNOSTIC . . . . 08-02 SEAT BELT . . . . . . . . . . . . . . . 08-11
Toc of SCT
08–00 OUTLINE
RESTRAINTS ABBREVIATIONS . . . . . . 08–00–1 RESTRAINTS FEATURES . . . . . . . . . . . 08–00–1
End of Toc
RESTRAINTS ABBREVIATIONS
CHU080001045S01
ALR Automatic Locking Retractor

DLC Data Link Connector
DTC Diagnostic Trouble Code
ELR Emergency Locking Retractor 08–00
GND Ground
IG Ignition
LED Light Emitting Diode
LH Left Hand
RH Right Hand
SAS Sophisticated Air bag Sensor
SST Special Service Tool
End Of Sie
RESTRAINTS FEATURES
CHU080001045S02
• A 2-step deployment control has been added to the front air bag system (driver and
passenger-side) deployment control.
Improved safety • A curtain air bag module has been adopted.
• A side air bag module has been adopted.
• A pre-tensioner seat belt has been adopted.
End Of Sie
08–00–1
ON-BOARD DIAGNOSTIC
ON-BOARD DIAGNOSTIC FUNCTION Self-diagnostic Function . . . . . . . . . . . . 08–02–1
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 08–02–1 PID/Data Monitoring Function . . . . . . . . 08–02–5
ON-BOARD DIAGNOSTIC FUNCTION
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 08–02–1
End of Toc
ON-BOARD DIAGNOSTIC FUNCTION OUTLINE
CHU080201046S01
• The on-board diagnostic function consists of the following functions: a failure detection function, which detects
malfunctions in the air bag system-related parts; a memory function, which stores detected DTCs; a self-
diagnostic function, which indicates system malfunctions using DTCs; a PID/data monitoring function, which
reads out specific input/output signals.
• Using the WDS or equivalent, DTCs can be read out and deleted, and the PID/data monitoring function can be
activated.
• A fail-safe function, prevents the abrupt activation of the air bag module and the pre-tensioner seat belt in case
of an air bag system malfunction.
End Of Sie
ON-BOARD DIAGNOSTIC FUNCTION FUNCTION
CHU080201046S02
• The self-diagnostic function determines that there is a malfunction, outputs a signal, as a DTC, to the DLC-2,
and at the same time, flashes the air bag system warning light to advise the driver of a malfunction.
• The air bag system warning light illuminates or flashes to indicate a single DTC according to the present
malfunction. (If there is more than one present malfunction, only one DTC will be displayed according to the
preset priority ranking.) 08–02
• The air bag system warning light will flash the DTC pattern for five cycles, and then will remain illuminated until
the ignition switch is turned to the LOCK position.
• The self-diagnostic function consists of a present malfunction diagnostic and a past malfunction diagnostic.
08–02–1
ON-BOARD DIAGNOSTIC
DTC table
DTC
Air bag system warning light
WDS System malfunction location
display Priority
Flashing pattern
ranking
SAS control module activation (deployment)

B1231 13 3
control freeze
12 2 SAS control module

B1342
SAS control module (DTC 12 detection circuit
 Continuously illuminated 1
malfunction)
Seat belt warning light circuit short to power
B1426
supply
57 21
B1427 Seat belt warning light circuit open
 Continuously illuminated 1 Air bag system warning light circuit open
B1869 Air bag system warning light circuit short to body
 Does not illuminate 
ground
Air bag system warning light circuit short to power
B1870  Continuously illuminated 1
supply
Driver-side pre-tensioner seat belt circuit
B1877
resistance high
Driver-side pre-tensioner seat belt circuit short to
B1878 33 13
power supply
Driver-side pre-tensioner seat belt circuit short to
B1879
body ground
Passenger-side pre-tensioner seat belt circuit
B1881
resistance high
B1882 34 12
short to power supply
B1883
short to body ground
Driver-side pre-tensioner seat belt circuit

B1885 33 13
resistance low

B1886 34 12
resistance low
Driver-side air bag module (inflator No.1) circuit

19 11
B1913
Passenger-side air bag module (inflator No.1)
21 10
circuit short to body ground

B1916 19 11
Activation (deployment) inhibited due to

B1921 14 4
configuration setting

B1925 21 10
circuit short to power supply
08–02–2
ON-BOARD DIAGNOSTIC
DTC
display Priority
Flashing pattern
ranking

B1932 19 11
resistance high

B1933 21 10
circuit resistance high

B1934 19 11
resistance low

B1935 21 10
circuit resistance low
Driver-side side air bag module circuit short to

B1992
power supply
Driver-side side air bag module circuit short to
B1993
body ground
22 15
Driver-side side air bag module circuit resistance
B1994
high
08–02
Driver-side side air bag module circuit resistance
B1995
low
Passenger-side side air bag module circuit short
B1996
to power supply
Passenger-side side air bag module circuit short
B1997
to body ground
23 14
Passenger-side side air bag module circuit
B1998
resistance high
Passenger-side side air bag module circuit
B1999
resistance low

B2228 19 11

B2229 21 10
circuit short to body ground

B2230 19 11

B2231 21 10
circuit short to power supply

B2232 19 11
resistance high

B2233 21 10
circuit resistance high

B2234 19 11
resistance low
08–02–3
ON-BOARD DIAGNOSTIC
DTC
display Priority
Flashing pattern
ranking

B2235 21 10
circuit resistance low
Crash zone sensor (communication error, internal

B2296 42 9
circuit abnormal)
Driver-side front buckle switch circuit short to

B2434
ground
51 18
Driver-side front buckle switch circuit resistance
B2435
not within specification
Passenger-side front buckle switch circuit short to
B2438
ground
52 19
Passenger-side front buckle switch circuit
B2439
resistance not within specification
Driver-side side air bag sensor (internal circuit

B2444 43 8
abnormal)
Passenger-side side air bag sensor (internal

B2445 44 7
circuit abnormal)
B2477 54 5 Configuration error
Driver-side front buckle switch circuit open or

B2691 51 18
Passenger-side front buckle switch circuit open or

B2692 52 19
Driver-side curtain air bag module circuit

B2773
resistance low
Driver-side curtain air bag module circuit
B2774
resistance high
24 17
Driver-side curtain air bag module circuit short to
B2775
body ground
Driver-side curtain air bag module circuit short to
B2776
power supply
Passenger-side curtain air bag module circuit
B2777
resistance low
B2778
resistance high
25 16
B2779
B2780
Seat track position sensor circuit short to body
C1947
ground
Seat track position sensor circuit resistance not
C1948 49 20
within specification
Seat track position sensor circuit open or short to
C1981
power supply
08–02–4
ON-BOARD DIAGNOSTIC
DTC
display Priority
Flashing pattern
ranking
Poor connection of any SAS control module

B2867 31 6
connectors
Driver-side side air bag sensor (communication

U2017 43 8
error)
Passenger-side side air bag sensor

U2018 44 7
(communication error)
PID/Data Monitoring Function

• By using the PID/data monitoring function, the monitored item of the input/output signal, as set on the SAS
control module, can be freely selected and read out in real-time.
• The WDS or equivalent is used to read out PID/data monitor information.
PID/data monitor table
PID name (definition) Unit/Condition Operation Condition (Reference) Terminal
CCNT_RCM • DTCs detected: 1—255
 
(Number of continuous DTCs) • No DTCs detected: 0
D_ABAGR2 08–02
(Driver-side air bag module Ohms Under any condition: 1.5—3.7 ohms 1G, 1J
(inflator No.2) resistance)
D_CRSH_S OK/ • Sensor normal: OK
(Driver-side side air bag COMM_FAIL/ • Sensor communication error: COMM_FAIL 2Z, 2AA
sensor status) INT_FAIL • Sensor internal circuit abnormal: INT_FAIL
DABAGR
(Driver-side air bag module Ohms Under any condition: 1.5—3.7 ohms 1S, 1V
(inflator No.1) resistance)
• Related wiring harness normal: NORMAL
NORMAL/
• Related wiring harness circuit open: OPEN
D_PTENSFLT OPEN/
• Related wiring harness short to ground: SHRT_GND
(Driver-side pre-tensioner seat SHRT_GND/ 2P, 2S
• Related wiring harness short to power supply: SHRT_B+
belt circuit status) SHRT_B+/
• Pre-tensioner seat belt circuit resistance low:
SQ_LOWRES
SQ_LOWRES
DR_BUKL
Buckled/ • Driver-side buckle switch on: Buckled
(Driver-side buckle switch 2T
Unbuckled • Driver-side buckle switch off: Unbuckled
status)
DR_CURTN
(Driver-side curtain air bag Ohms Under any condition: 1.4—3.2 ohms 2V, 2Y
module resistance)
DR_PTENS
(Driver-side pre-tensioner seat Ohms Under any condition: 1.5—3.1 ohms 2P, 2S
belt resistance)
DS_AB
(Driver-side side air bag Ohms Under any condition: 1.4—3.2 ohms 2M, 2O
module resistance)
NORMAL/ • Related wiring harness normal: NORMAL
DS_AB_ST OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side side air bag SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2M, 2O
module circuit status) SHRT_B+/ • Related wiring harness short to power supply: SHRT_B+
SQ_LOWRES • Air bag module circuit resistance low: SQ_LOWRES
DS_CURT_ST OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side curtain air bag SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2V, 2Y
08–02–5
ON-BOARD DIAGNOSTIC
DS1_STAT OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side air bag module SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1S, 1V
(inflator No.1) circuit status) SHRT_B+/ • Related wiring harness short to power supply: SHRT_B+
DS2_STAT OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side air bag module SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1G, 1J
NORMAL/
DSB_P_ST OPEN/
(Driver-side pre-tensioner seat SHRT_GND/ 2P, 2S
belt circuit status) SHRT_B+/
SQ_LOWRES
SQ_LOWRES
OK/ • Sensor normal: OK
FNT_CRSH_S
COMM_FAIL/ • Sensor communication error: COMM_FAIL 1B, 1C
(Crash zone sensor status)
INT_FAIL • Sensor internal circuit abnormal: INT_FAIL
OD_D_CRSH OK/ • Sensor normal: OK
(Driver-side side air bag COMM_FAIL/ • Sensor communication error: COMM_FAIL 2Z, 2AA
OD_D_CURT OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side curtain air bag SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2V, 2Y
OD_DAB1_ST OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side air bag module SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1S, 1V
OD_DAB2_ST OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side air bag module SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1G, 1J
OD_DSAB_ST OPEN/ • Related wiring harness circuit open: OPEN
(Driver-side side air bag SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2M, 2O
OK/ • Sensor normal: OK
OD_F_CRSH
COMM_FAIL/ • Sensor communication error: COMM_FAIL 1B, 1C
(Crash zone sensor status)
INT_FAIL • Sensor internal circuit abnormal: INT_FAIL
OD_P_CRSH OK/ • Sensor normal: OK
(Passenger-side side air bag COMM_FAIL/ • Sensor communication error: COMM_FAIL 2B, 2C
OD_P_CURT OPEN/ • Related wiring harness circuit open: OPEN
(Passenger-side curtain air SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2A, 2D
bag module circuit status) SHRT_B+/ • Related wiring harness short to power supply: SHRT_B+
OD_PAB1_ST
OPEN/ • Related wiring harness circuit open: OPEN
(Passenger-side air bag
SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1M, 1P
module (inflator No.1) circuit
SHRT_B+/ • Related wiring harness short to power supply: SHRT_B+
status)
OD_PAB2_ST
SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1A, 1D
status)
08–02–6
ON-BOARD DIAGNOSTIC
OD_PSAB_ST OPEN/ • Related wiring harness circuit open: OPEN
(Passenger-side side air bag SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2I, 2L
P_ABAGR2
Ohms Under any condition: 1.4—2.9 ohms 1A, 1D
module (inflator No.2)
resistance)
NORMAL/
P_PTENSFLT OPEN/
(Passenger-side pre-tensioner SHRT_GND/ 2G, 2J
seat belt circuit status) SHRT_B+/
SQ_LOWRES
SQ_LOWRES
PABAGR
Ohms Under any condition: 1.4—2.9 ohms 1M, 1P
module (inflator No.1)
resistance)
P_CRSH_S OK/ • Sensor normal: OK
(Passenger-side side air bag COMM_FAIL/ • Sensor communication error: COMM_FAIL 2B, 2C
PS_AB
(Passenger-side side air bag Ohms Under any condition: 1.4—3.2 ohms 2I, 2L
module resistance)
NORMAL/ • Related wiring harness normal: NORMAL 08–02
PS_AB_ST OPEN/ • Related wiring harness circuit open: OPEN
(Passenger-side side air bag SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2I, 2L
sensor circuit status) SHRT_B+/ • Related wiring harness short to power supply: SHRT_B+
PS_BUKL
Buckled/ • Passenger-side buckle switch on: Buckled
(Passenger-side buckle switch 2H
Unbuckled • Passenger-side buckle switch off: Unbuckled
status)
PS_CURTN
(Passenger-side curtain air Ohms Under any condition: 1.4—3.2 ohms 2A, 2B
bag module resistance)
PS_CURT_ST OPEN/ • Related wiring harness circuit open: OPEN
(Passenger-side curtain air SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 2A, 2D
bag module circuit status) SHRT_B+/ • Related wiring harness short to power supply: SHRT_B+
PS_PTENS
(Passenger-side pre-tensioner Ohms Under any condition: 1.5—3.1 ohms 2G, 2J
seat belt resistance)
PS1_STAT
SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1M, 1P
status)
PS2_STAT
SHRT_GND/ • Related wiring harness short to ground: SHRT_GND 1A, 1D
status)
NORMAL/
PSB_P_ST OPEN/
(Passenger-side pre-tensioner SHRT_GND/ 2G, 2J
seat belt circuit status) SHRT_B+/
SQ_LOWRES
SQ_LOWRES
RCM_VOLT • Ignition switch is at ON: B+
V 1W
(IG1 voltage) • Other: 0
TRAK_SW
Forward/ • Front seat front position: Forward
(Seat track position sensor 2W, 2X
Rearward • Front seat rear position: Rearward
state)
End Of Sie
08–02–7
AIR BAG SYSTEM
08–10 AIR BAG SYSTEM
AIR BAG SYSTEM OUTLINE . . . . . . . . . 08–10–1 Inflator Operation . . . . . . . . . . . . . . . . . 08–10–7
AIR BAG SYSTEM STRUCTURAL PASSENGER-SIDE AIR BAG MODULE
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 08–10–2 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 08–10–7
AIR BAG SYSTEM WIRING Outline . . . . . . . . . . . . . . . . . . . . . . . . . . 08–10–7
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 08–10–3 PASSENGER-SIDE AIR BAG MODULE
SAS CONTROL MODULE CONSTRUCTION/OPERATION . . . . . . . 08–10–8
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 08–10–3 Inflator Operation . . . . . . . . . . . . . . . . . 08–10–8
Outline . . . . . . . . . . . . . . . . . . . . . . . . . 08–10–3 SIDE AIR BAG MODULE FUNCTION . . . 08–10–8
SAS CONTROL MODULE SIDE AIR BAG MODULE
CONSTRUCTION/OPERATION . . . . . . 08–10–4 CONSTRUCTION/OPERATION . . . . . . . 08–10–9
Front Air Bag System (2-Step Construction . . . . . . . . . . . . . . . . . . . . . 08–10–9
Deployment Control) . . . . . . . . . . . . . 08–10–4 Operation . . . . . . . . . . . . . . . . . . . . . . . 08–10–9
Seat Position Matching Deployment CURTAIN AIR BAG MODULE
Control . . . . . . . . . . . . . . . . . . . . . . . . 08–10–6 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 08–10–9
Seat Belt Buckled/Unbuckled Condition CURTAIN AIR BAG MODULE
Matching (Deployment) Control . . . . . 08–10–6 CONSTRUCTION/OPERATION . . . . . . . 08–10–10
SEAT TRACK POSITION SENSOR Construction . . . . . . . . . . . . . . . . . . . . . 08–10–10
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 08–10–6 Operation . . . . . . . . . . . . . . . . . . . . . . . 08–10–10
SEAT TRACK POSITION SENSOR PRE-TENSIONER SEAT BELT
CONSTRUCTION/OPERATION . . . . . . 08–10–7 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 08–10–11
DRIVER-SIDE AIR BAG MODULE PRE-TENSIONER SEAT BELT
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 08–10–7 CONSTRUCTION/OPERATION . . . . . . . 08–10–11
Outline . . . . . . . . . . . . . . . . . . . . . . . . . 08–10–7 Construction . . . . . . . . . . . . . . . . . . . . . 08–10–11
DRIVER-SIDE AIR BAG MODULE Operation . . . . . . . . . . . . . . . . . . . . . . . 08–10–12 08–10
End of Toc
AIR BAG SYSTEM OUTLINE
CHU081001046S01
• The air bag system is a device that supplements the passenger restraint function of the seat belts. The air bag
system will not have the designed effect if the seat belts are not worn properly.
• The air bag system is composed of the following parts:
Item Outline
• 2-step deployment control has been added to the front air bag
system (driver and passenger-side) deployment control.
SAS control module
• Recognizes actually equipped air bag module or pre-
tensioner seat belt based on module configuration.
Crash zone sensor • Detects degree of impact, converts to an electrical signal, and
sends the signal to the SAS control module. For operation,
refer to SAS CONTROL MODULE, Air Bag Module and Pre-
Side air bag sensor tensioner Seat Belt Deployment Operation. (See 08–10–4
SAS CONTROL MODULE CONSTRUCTION/OPERATION)
Driver-side air bag module • Dual inflator, inflator 1 and inflator 2, has been adopted in
accordance with the front air bag system 2-step deployment
Passenger-side air bag module control.
• Chest-protection type side air bag module is used in
Side air bag module
accordance with the adoption of the curtain air bag module.
Curtain air bag module • Adopted to improve safety in lateral collisions.
Pre-tensioner seat belt • Ball-type pre-tensioner seat belt has been adopted.
• Detects the seat track position of the driver’s seat, and sends
Seat track position sensor
a corresponding signal to the SAS control module.
• Detects the buckled/unbuckled condition of the front driver-
Buckle switch side and passenger-side seat belts, and sends a
corresponding signal to the SAS control module.
• LED has been adopted.
Seat belt warning light
End Of Sie
08–10–1
AIR BAG SYSTEM
AIR BAG SYSTEM STRUCTURAL VIEW
CHU081001046S02
AIR BAG SYSTEM

WARNING LIGHT
DRIVER-SIDE AIR BAG MODULE
SEAT BELT
WARNING LIGHT
PASSENGER-SIDE
AIR BAG MODULE
CLOCK SPRING
SAS CONTROL
MODULE
CURTAIN AIR BAG MODULE
CRASH ZONE SENSOR
PRE-TENSIONER SEAT BELT

SIDE AIR BAG SENSOR
SIDE AIR BAG MODULE
DRIVER SEAT
FRONT
PASSENGER
SEAT
BUCKLE
SWITCH
SEAT TRACK
POSITION SENSOR
CHU0810S001
End Of Sie
08–10–2
AIR BAG SYSTEM
AIR BAG SYSTEM WIRING DIAGRAM
CHU081001046S03
CLOCK SPRING
TWISTED PAIR
SEAT TRACK A 2W 1V 1C 3A 1A
INFLATOR
POSITION
B NO.1
SENSOR 2X 1S 1D 3B 1B DRIVER-SIDE
AIR BAG
1 1J 1A 4A 2A MODULE
POOR CONNECTION INFLATOR
DETECTOR BAR 1 NO.2
1G 1B 4B 2B
TWISTED PAIR
CRASH ZONE A 1B 1P 1A
INFLATOR
SENSOR B NO.1
1C 1M 1B
PASSENGER-SIDE
KLN
AIR BAG MODULE
DLC-2 1R 1D 2A
INFLATOR
1A 2B
NO.2
IG1
IG1
INSTRUMENT CLUSTER 2S A DRIVER-SIDE
PRE-TENSIONER
SEAT BELT AIR BAG 1W 2P B SEAT BELT
WARNING SYSTEM
SAS DRIVER-SIDE
LIGHT WARNING 1T 2Y A
CONTROL CURTAIN AIR BAG
LIGHT
MODULE 2V B MODULE
1X
2M A 08–10
1E DRIVER-SIDE SIDE
2O AIR BAG MODULE
B
A 2T
DRIVER-SIDE
BUCKLE SWITCH 2J A PASSENGER-SIDE
B PRE-TENSIONER
2G B SEAT BELT
A 2H
PASSENGER-SIDE
BUCKLE SWITCH 2D A PASSENGER-SIDE
B CURTAIN AIR BAG
2A B MODULE
TWISTED PAIR
DRIVER-SIDE A 2Z PASSENGER-SIDE
2L A
SIDE AIR BAG SIDE AIR BAG
SENSOR B 2AA MODULE
2I B
PASSENGER-SIDE A 2B
SIDE AIR BAG
SENSOR B 2C
TWISTED PAIR
2
POOR CONNECTION
DETECTOR BAR 2
CHU0810S003
End Of Sie
SAS CONTROL MODULE FUNCTION
CHU081057030S01
Outline
• A 2-step air bag deployment control system has been adopted. In case of a frontal or frontal offset collision, an
optimal air bag deployment force is matched to the impact force. The inflators for the driver and passenger-side
air bag modules have two tiers, and deploy at either a low or high rate, according to the force of the impact.
End Of Sie
08–10–3
AIR BAG SYSTEM
SAS CONTROL MODULE CONSTRUCTION/OPERATION
CHU081057030S03
Front Air Bag System (2-Step Deployment Control)
1. During a frontal or frontal offset collision, the crash sensors in the crash zone sensor and the SAS control
module detect the impact.
2. The degree of impact detected by the crash sensors in the crash zone sensor is converted to an electric signal
and sent to the SAS control module.
3. Simultaneously, the SAS control module crash sensor converts the degree of impact detected to an electrical
signal.
4. The SAS control module processes the calculations for the two electrical signals at the output control circuit
and compares the value to a preset value.
5. The output control circuit determines the degree of impact to the vehicle by the value from the crash sensors,
completes an inflator No.1 or inflator No.2 ignition circuit, and sends the deployment signal to the air bag
modules.
Degree of collision Air bag module
No. Inflator deployment pattern
force deployment force
1 Large Large Inflator No.1 and inflator No.2 deploy.
2 Small Small Inflator No.1 deploys.
6. The SAS control module completes an ignition circuit for the pre-tensioner seat belts that is synchronized to the
deployment of the driver and passenger-side air bag modules, and an operation signal is sent to the pre-
tensioner seat belts.
CRASH ZONE SENSOR SAS CONTROL MODULE
CRASH
SENSOR
INFLATOR NO.1
SIGNAL
AMPLIFICATION
CIRCUIT DRIVER OR PASSENGER-
SIDE AIR BAG MODULE
INFLATOR NO.2
OUTPUT
CONTROL
CIRCUIT
CRASH
SENSOR PRE-TENSIONER
SEAT BELT
B6U0810S005
08–10–4
AIR BAG SYSTEM
Side air bag system
1. During a lateral collision to the vehicle, the crash sensors in the side air bag sensor and SAS control module
detect the collision.
2. The degree of impact detected by the crash sensor in the side air bag sensor is converted to an electrical signal
and sent to the SAS control module through the signal amplification circuit.
3. Simultaneously, the SAS control module crash sensor converts the degree of impact detected to an electrical
signal.
4. The SAS control module processes the calculations for the two electrical signals at the output control circuit
and compares the value to a preset value.
5. The output control circuit determines the degree of impact to the vehicle by the value from the crash sensors,
completes a side air bag module and curtain air bag module ignition circuit, and sends the deployment signal to
the air bag modules.
SIDE AIR BAG SENSOR SAS CONTROL MODULE
CRASH
SENSOR
SIDE AIR BAG
MODULE
SIGNAL
AMPLIFICATION
CIRCUIT
CURTAIN
CRASH
AIR BAG MODULE
08–10
SENSOR
OUTPUT
CONTROL
CIRCUIT
B6U0810S006
08–10–5
AIR BAG SYSTEM
Seat Position Matching Deployment Control
• The SAS control module controls the air bag deployment operation pattern (deploying only inflator No.1 or both
inflator No.1 and No.2) according to the seat track position of the driver’s seat.
• The SAS control module detects the seat track position based on the seat position signal received from the
seat track position sensor.
• When the driver’s seat is in a forward position, the SAS control module deploys only inflator No.1 to lessen the
air bag module deployment force.
Seat position Air bag module deployment control
A Normal control (only inflator No.1 deploys or both inflator No.1 and No.2 deploy)
B Only inflator No.1 deploys
SEAT TRACK POSITION

SENSOR
REAR
FRONT
A
CHU0810S002
Seat Belt Buckled/Unbuckled Condition Matching (Deployment) Control

• The SAS control module detects the buckled or unbuckled condition of the front driver-side and passenger-side
seat belts based on a signal received from the front buckle switch. Based on this signal, the necessary air bag
system deployment is controlled according to the impact profile (speed) range.
• When the SAS control module detects that the front driver-side or passenger-side seat-belt is unbuckled, it
lowers the minimum specified value of the impact profile (speed) for high-output deployment (inflators No.1 and
No.2 deploy simultaneously). This means that the SAS control module controls deployment so that in a
collision with an impact profile which normally does not lead to high-output deployment (inflators No.1 and No.2
deploy simultaneously) of the air bag modules, the corresponding air bag will deploy if either one of the front
seat belts is unbuckled.
SEAT BELT UNBUCKLED SEAT BELT BUCKLED

INFLATOR
NO.1 AND NO.2
INFLATOR
DEPLOYMENT
INFLATOR NO.1
PRE-TENSIONER SEAT BELT
IMPACT FORCE
CHU0810S020
End Of Sie
SEAT TRACK POSITION SENSOR FUNCTION
CHU081057030S02
• The seat track position sensor converts the seat position into an electrical signal and sends it to the SAS
control module.
End Of Sie
08–10–6
AIR BAG SYSTEM
SEAT TRACK POSITION SENSOR CONSTRUCTION/OPERATION
CHU081057030S04
• The seat track position sensor consists of a Hall element (semi-conductor) and a magnet. The sensor converts
the effect of the magnetic flux (produced by the magnet) on the Hall element, into an electrical signal.
• When the driver’s seat is moved to a forward position, the metal plate installed near the front of the seat track
passes through the groove in the seat track position sensor. When this occurs the magnetic flux of the sensor
changes and that change is sent as an electrical signal to the SAS control module. The SAS control module
receives this signal and determines that the driver’s seat has been moved to a forward position.
SEAT TRACK
POSITION SENSOR
FRONT SEAT
POSITION
SIGNAL SAS
CONTROL
MODULE
METAL PLATE
CHU0810S004
End Of Sie
DRIVER-SIDE AIR BAG MODULE FUNCTION
CHU081057010S01
Outline
• A dual inflator, divided into inflator No.1 and No.2, has been adopted in accordance with the front air bag
system 2-step deployment control.
End Of Sie
DRIVER-SIDE AIR BAG MODULE CONSTRUCTION/OPERATION 08–10
CHU081057010S02
Inflator Operation
1. The igniter built into the inflator begins to build up heat when the operation (deployment) signal is sent from the
SAS control module. The inflation agent is ignited by the build up of heat in the igniter.
2. The ignition of the inflation agent causes the combustion of an agent which releases nitrogen gas.
3. The nitrogen gas is cooled at the filter, and the filtrate is injected into the air bag.
Note
• The gas injection outlets for the inflators are divided into two tiers. Gas from inflator No.1 is injected from
the No.1 tier, and from the No.2 tier for inflator No.2.
IGNITION OF
INFLATION
AGENT
GAS GENERATING NITROGEN
GAS GAS AGENT COMBUSTION
GENERATING GENERATING GAS
AGENT AGENT
FILTER
TO AIR BAG
TO AIR BAG 2ND
STEP
1ST
STEP
FILTER
IGNITER IGNITER
(INFLATOR NO.1) (INFLATOR NO.2)
CHU0810S220
End Of Sie
PASSENGER-SIDE AIR BAG MODULE FUNCTION
CHU081057050S01
Outline
• A dual inflator, divided into inflator No.1 and inflator No.2, has been adopted in accordance with the front air
bag system 2-step deployment control.
End Of Sie
08–10–7
AIR BAG SYSTEM
PASSENGER-SIDE AIR BAG MODULE CONSTRUCTION/OPERATION
CHU081057050S02
Inflator Operation
2. The ignition of the inflation agent causes the combustion of an agent which releases nitrogen gas.
3. The nitrogen gas is cooled at the filter, and the filtrate is injected into the air bag.
IGNITION OF INFLATION AGENT
IGNITER
(INFLATOR NO.1)
IGNITER
(INFLATOR NO.2)
GAS GENERATING GAS GENERATING

AGENT AGENT
GAS GENERATING GAS GENERATING

AGENT COMBUSTION AGENT COMBUSTION
TO AIR BAG NITROGEN TO AIR BAG

GAS
TO AIR BAG TO AIR BAG

FILTER
CHU0810S221
End Of Sie
SIDE AIR BAG MODULE FUNCTION
CHU081000147S01
• During a collision to the side of the vehicle, the air bag operates (deploys) after receiving an operation signal
from the SAS control module, defusing impact to the chest area of the driver and front passenger.
End Of Sie
08–10–8
AIR BAG SYSTEM
SIDE AIR BAG MODULE CONSTRUCTION/OPERATION
CHU081000147S02
Construction
• Side air bag modules are installed on the outboard sides of the front seat backs.
• The side air bag module is composed of an inflator, module cover and air bag.
• When an air bag deploys, the side air bag module cover is spread apart by the generation of argon gas from
the inflator, inflating the air bag.
SIDE AIR BAG
MODULE
AIR BAG
INFLATOR
MODULE
COVER
AIR BAG AIR BAG
CHU0810S023
Operation
Air bag module deployment operation
• Refer to the SAS CONTROL MODULE DESCRIPTION, Air Bag Module and Pre-tensioner Seat Belt
Deployment Operation. (See 08–10–4 SAS CONTROL MODULE CONSTRUCTION/OPERATION.) 08–10
Inflator operation
2. The argon gas expands due to the heat of the ignited inflation agent.
3. The expanding argon gas breaks the discharge barrier, is cooled and filtered by the filter, and then injected into
the air bag.
ARGON GAS
INFLATION AGENT ARGON GAS EXPANSION
TO AIR BAG
COMBUSTION OF DISCHARGE TO AIR BAG

IGNITER INFLATION AGENT BARRIER
CHU0810S222
End Of Sie
CURTAIN AIR BAG MODULE FUNCTION
CHU081000171S01
• During a lateral collision to the vehicle, the air bag operates (deploys) after receiving an operation signal from
the SAS control module, defusing impact to the side of the head of the driver and other passengers
(passenger-side and rear outboard-seated passenger).
End Of Sie
08–10–9
AIR BAG SYSTEM
CURTAIN AIR BAG MODULE CONSTRUCTION/OPERATION
CHU081000171S02
Construction
• The curtain air bag modules are equipped along the roof edge between the A and B pillars.
• The curtain air bag module is composed of the inflator, pipe, bag cover, and air bag.
• When the curtain air bag deploys, the A-pillar trim and headliner is spread apart by argon gas generated from
the inflator, inflating the air bag.
CURTAIN AIR BAG MODULE
PIPE
AIR BAG
COVER AIR BAG
AIR BAG
AIR BAG COVER
AIR BAG
CHU0810S104
Operation
Air bag module deployment operation
• Refer to SAS CONTROL MODULE DESCRIPTION, Air Bag Module and Pre-tensioner Seat Belt Deployment
Operation. (See 08–10–4 SAS CONTROL MODULE CONSTRUCTION/OPERATION.)
08–10–10
AIR BAG SYSTEM
Inflator operation
2. The argon gas expands due to the heat of the ignited inflammation agent.
3. The expanding argon gas breaks the discharge barrier, is cooled and filtered by the filter, and then injected into
the air bag.
ARGON GAS
INFLATION AGENT ARGON GAS EXPANSION
TO AIR BAG
COMBUSTION OF DISCHARGE TO AIR BAG

IGNITER INFLATION AGENT BARRIER
CHU0810S302
End Of Sie
PRE-TENSIONER SEAT BELT FUNCTION
CHU081057630S01
• When a vehicle is involved in a frontal or frontal offset collision and the front seat belts are buckled, the pre-
tensioner seat belt system receives an operation signal from the SAS control module, retracting and tightening
the belt webbing instantly on the driver and front passenger restraints.
End Of Sie
PRE-TENSIONER SEAT BELT CONSTRUCTION/OPERATION
CHU081057630S02
Construction
08–10
PINION TORSION BAR LOCKING BASE
SPOOL PAWL HOUSING

LOCK GEAR
SPRING UNIT
HOOK SPRING
PAWL
SPRING
GAS
GENERATOR
BALL
GUIDE RETAINER
SENSOR
PLATE UNIT
PIPE
FLY WHEEL
PRE-TENSIONER
RING PRE-TENSIONER
COVER
GUIDE GEAR PLATE
BLOCK
STOPPER
SPRING
CHU0810S005
08–10–11
AIR BAG SYSTEM
Operation
Before Activation (Normal Condition)
• The spool has a pinion on its end, which rotates with the spool when the belt webbing is retracted or withdrawn.
• There is a ring gear around the pinion. Because the pinion does not engage with the ring gear during normal
operation, the ring gear does not rotate even when the belt webbing is retracted or withdrawn.
RING GEAR
RING SPOOL
GEAR
PINION
PINION
A6A8130T011
During Activation
1. When the pre-tensioner seat belt system receives an operation signal from the SAS control module, gas is
produced from each generator forcing up the balls in the tube.
2. The balls shift, pushing the ring gear toward the pinion. Due to this, the ring gear and pinion are engaged.
3. The shifting balls rotate the ring gear. The pinion, coupled with the rotation of the ring gear, rotates the spool in
the direction of retraction. Thus the belt webbing is tightened.
RING
GEAR BALL
PINION
GAS GENERATOR
GAS
A6A8130T012
08–10–12
AIR BAG SYSTEM
After Activation
1. Directly after the activation of the pre-tensioner seat belt system and the application of a load to the seat belt in
the direction of withdrawal, the ELR lock mechanism operates and the pawl engages the housing gear.
2. When a larger than specified load is applied to the seat belt with the locking base locked by the pawl, the
torsion bar twists. Thus the spool rotates and the belt webbing is withdrawn.
3. Because the spool rotates in the direction of withdrawal, the ring gear pushes the balls back and the pinion is
disengaged from the ring gear.
SPOOL BELT HOUSING LOCKING BASE
LOCKING
BASE
PAWL PAWL
HOUSING
TORSION
BAR
BALL
08–10
PINION
RING GEAR
A6A8130T013
End Of Sie
08–10–13
SEAT BELT
08–11 SEAT BELT
SEAT BELT OUTLINE . . . . . . . . . . . . . . 08–11–1 SEAT BELT LOCK RELEASE SYSTEM
Features. . . . . . . . . . . . . . . . . . . . . . . . 08–11–1 DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 08–11–2
SEAT BELT STRUCTURAL VIEW . . . . . 08–11–1 SEAT BELT LOCK RELEASE
SEAT BELT LOCK RELEASE OPERATION . . . . . . . . . . . . . . . . . . . . . . 08–11–3
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 08–11–1 CHILD RESTRAINT SEAT ANCHOR
Features. . . . . . . . . . . . . . . . . . . . . . . . 08–11–1 CONSTRUCTION . . . . . . . . . . . . . . . . . . 08–11–4
SEAT BELT LOCK RELEASE
STRUCTURAL VIEW . . . . . . . . . . . . . . 08–11–2
End of Toc
SEAT BELT OUTLINE
CHU081157100S01
Features
Improved safety • Three-point seat belt with the following functions for front seat passengers adopted
— ELR (Emergency Locking Retractor: emergency locking mechanism)
— Pre-tensioner (See 08–10–11 PRE-TENSIONER SEAT BELT CONSTRUCTION/
OPERATION.)
— Load limiter, which adjusts restraint force of the seat belt to reduce the possibility of injury
to passengers caused by excess seat belt pressure after pre-tensioner operation
— Seat belt lock release, which releases the lock on the front seat belt when the rear door is
opened to prevent interference.
• Three-point seat belt with the following functions for rear seat passengers adopted
— ELR
— ALR (Automatic Locking Retractor: child-restraint seat locking mechanism)
08–11
End Of Sie
SEAT BELT STRUCTURAL VIEW
CHU081157100S02
TETHER STRAP ANCHOR
REAR BUCKLE
REAR SEAT BELT
FRONT SEAT BELT
FRONT BUCKLE
CHU0811S001
End Of Sie
SEAT BELT LOCK RELEASE OUTLINE
CHU081157100S04
Features
• A seat belt lock release function has been adopted on the front seat belts which are installed on the rear doors.
This function releases the locks on the front seat belts when the rear doors open to prevent interference.
End Of Sie
08–11–1
SEAT BELT
SEAT BELT LOCK RELEASE STRUCTURAL VIEW
CHU081157100S05
KEYLESS REAR DOOR

CONTROL MODULE UPPER LATCH SWITCH
LOCK RELEASE
SOLENOID
ACTUATOR
WEIGHT
CANCEL LEVER
FRONT SEAT BELT DOOR
SWITCH
FRONT BUCKLE SWITCH REAR DOOR
LOWER LATCH SWITCH
CHU0811S002
End Of Sie
SEAT BELT LOCK RELEASE SYSTEM DIAGRAM
CHU081157100S06
B+
KEYLESS CONTROL MODULE
FRONT BUCKLE FRONT BUCKLE

SWITCH (LH) SWITCH (RH)
INSTRUMENT CLUSTER
LOCK RELEASE LOCK RELEASE
SOLENOID (LH) SOLENOID (RH)
DOOR DOOR
SWITCH (LH) SWITCH (RH)
REAR DOOR UPPER REAR DOOR UPPER

LATCH SWITCH (LH) LATCH SWITCH (RH)
REAR DOOR LOWER REAR DOOR LOWER

LATCH SWITCH (LH) LATCH SWITCH (RH)
CHU0811S003
End Of Sie
08–11–2
SEAT BELT
SEAT BELT LOCK RELEASE OPERATION
CHU081157100S07
• When the seat belt lock release function is not operated, the weight is under a no-load condition. When a
sudden shock is applied to the vehicle, the weight moves to push the actuator upward. The actuator engages
with a lock gear and stops its rotation (ELR condition). Due to this, the rotation direction of belt pull out is
stopped.
• When a front seat belt is not in use, the lock release solenoid turns on, pulling the cancel lever upward, if a door
is opened (during the seat belt lock release function operation). As a result, the actuator and weight are fixed in
their positions. Due to this, the front seat belt pulls out smoothly.
LOCK GEAR
NOT OPERATED
LOCK GEAR
LOCK RELEASE ACTUATOR
SOLENOID ACTUATOR FULCRUM
CANCEL
WEIGHT LEVER
OPERATED
LOCK GEAR
ACTUATOR
ACTUATOR ACTUATOR
FULCRUM
CANCEL
WEIGHT LEVER 08–11
CANCEL LEVER
WEIGHT
CHU0811S006
Note
• The seat belt lock release function does not operate under the following conditions:
— When all doors are closed.
— When a front seat belt is in use.
— When one hour has elapsed with a door open.
— When the battery or ROOM 15 A fuse is removed.
End Of Sie
08–11–3
SEAT BELT
CHILD RESTRAINT SEAT ANCHOR CONSTRUCTION
CHU081101046S01
• ISOFIX anchors for securing an ISOFIX child restraint seat, and tether strap anchors have been adopted.
Caution
• Installation procedure varies with the type of child restraint seat. When installing a child restraint
seat, be sure to follow the prescribed procedure for each type.
TETHER STRAP
ANCHOR
REAR SEAT
ISOFIX ANCHOR
CHU0811S004
End Of Sie
08–11–4
BODY & ACCESSORIES 09SECTION
Toc of SCT . . . . . . . . . . . . . . . . . . 09-00

OUTLINE INTERIOR TRIM . . . . . . . . . . . . 09-17
BODY PANELS . . . . . . . . . . . . . 09-10 LIGHTING SYSTEMS. . . . . . . . 09-18
DOORS AND LIFTGATE . . . . . 09-11 WIPER/WASHER SYSTEM . . . 09-19
GLASS/WINDOWS/ ENTERTAINMENT . . . . . . . . . . 09-20
MIRRORS . . . . . . . . . . . . . . . . 09-12 POWER SYSTEMS . . . . . . . . . 09-21
SEATS . . . . . . . . . . . . . . . . . . . . 09-13 INSTRUMENTATION/DRIVER
SECURITY AND LOCKS . . . . . 09-14 INFO. . . . . . . . . . . . . . . . . . . . 09-22
SUNROOF . . . . . . . . . . . . . . . . . 09-15 CONTROL SYSTEM . . . . . . . . 09-40
Toc of SCT
09–00 OUTLINE
BODY AND ACCESSORIES BODY AND ACCESSORIES
ABBREVIATIONS . . . . . . . . . . . . . . . . . 09–00–1 FEATURES . . . . . . . . . . . . . . . . . . . . . . 09–00–2
End of Toc
09–00
BODY AND ACCESSORIES ABBREVIATIONS
CHU090001034S01
ABS Antilock Brake System IG Ignition

A/C Air Conditioner INT Intermittent
ACC Accessories LCD Liquid Crystal Display
AT Automatic Transmission LED Light Emitting Diode
CAN Controller Area Network LO Low
CM Control Module M Motor
CPU Central Processing Unit MT Manual Transmission
DLC Data Link Connector OFF Switch Off
DRL Daytime Running Light ON Switch On
DSC Dynamic Stability Control PATS Passive Anti-theft System
DTC Diagnostic Trouble Code PCM Powertrain Control Module
EBD Electronic Brakeforce Distribution PID Parameter Identification
GND Ground P/W CM Power Window Control Module
GPS Global Positioning System SW Switch
HI High TNS Tail Number Side Lights
HID High Intensity Discharge WDS Worldwide Diagnostic System
HU Hydraulic Unit
End Of Sie
09–00–1
OUTLINE
BODY AND ACCESSORIES FEATURES
CHU090001034S02
Design Improvement • Pop-up type headlight cleaner adopted

• Power window system adopted
• Power outer mirror adopted
Improved marketability • Power seat adopted
• Power door lock system adopted
• keyless entry system adopted
Improved convenience • Car-navigation system adopted (If equipped)
Improved safety • Triple-H structure adopted
• Theft-deterrent system adopted
Improved security
• Immobilizer system adopted
• Auto-dimming mirror adopted (If equipped)
• Heated outer mirror adopted
Improved visibility
• Discharge headlight (HID) adopted
• Headlight auto leveling system adopted
Improved serviceability • Controller area network (CAN) system adopted
End Of Sie
09–00–2
BODY PANELS
09–10 BODY PANELS
BODY PANEL OUTLINE. . . . . . . . . . . . . 09–10–1 CABIN CONSTRUCTION . . . . . . . . . . . . . 09–10–2
CRUSH ZONE CONSTRUCTION . . . . . . 09–10–1 HOOD CONSTRUCTION . . . . . . . . . . . . . 09–10–3
End of Toc
BODY PANEL OUTLINE
CHU091001084S01
• An H-shaped frame (triple-H structure) has been adopted.
• Aluminum hood with a shock-absorbing cone structure has been adopted.
End Of Sie
CRUSH ZONE CONSTRUCTION
CHU091001084S02
• High-tensile-strength plates with an octagonal
profile are used for the front bumper
reinforcement and front side frames have been
placed to absorb the impact force of a frontal
collision.
FRONT BUMPER
REINFORCEMENT FRONT SIDE FRAME 09–10
OCTAGONAL PROFILE
CHU0910S003
• A three-pronged structure, capable of dispersing
impact force received by the front side frame in
three directions, has been adopted. It also
suppresses cabin deformation in offset frontal
collisions.
BHJ0910N005
09–10–1
BODY PANELS
• A high-tensile-strength plate that is highly
effective in absorbing force has been adopted for CROSSMEMBER
the large profile, straight-shaped rear side frame. REAR BUMPER
Structural strength of the high-mount backbone HIGH-MOUNT REINFORCEMENT
frame and the crossmember rear side frame has BACKBONE FRAME
been reinforced in order to disperse an impact to
the fuel tank area and thereby suppress
deformation.
End Of Sie
REAR SIDE FRAMES
CHU0910S004
CABIN CONSTRUCTION
CHU091001084S03
• A triple-H construction has been adopted which provides a solid assembly, while being center pillar-less, due to
the H-shaped structure of the floor, sides and roof.
• The solid coupling of the rear door locks (top and bottom) with the strikers on the body, together with the rear
door built-in pillar provide structural strength equal to or better than that of a regular sedan.
• The side impact bar inside the front door is positioned to effectively disperse an impact throughout the body.
Also, catch pins are installed to disperse impacts involving the doors throughout the side sill.
• Body rigidity has been improved due to the highly rigid, closed-section high-mount backbone frame located
along the upper part of the transmission tunnel.
HIGH-MOUNT BACKBONE FRAME
SIDE IMPACT BAR

BUILT IN
PILLAR
A C
B
A B C
CATCH PIN
CATCH PIN CATCH PIN
SEC. A—A
SEC. B—B SEC. C—C
CHU0910S001
09–10–2
BODY PANELS
• Cabin distortion when driving has been suppressed due to the crossmembers, attached on each side of and
crossing over the transmission tunnel. These also heighten the rigidity of the front seat supports and improve
handling.
CROSSMEMBER
CHU0910S002
End Of Sie
HOOD CONSTRUCTION
CHU091056601S01
• An shock-absorbing cone structure has been
adopted that consists of numerous dimples in the
hood inner panel, reducing thickness while
maintaining the energy absorption rate.
End Of Sie 09–10
BHJ0910N002
09–10–3
DOORS AND LIFTGATE
09–11 DOORS AND LIFTGATE
DOOR OUTLINE . . . . . . . . . . . . . . . . . . . 09–11–1 DOOR CONSTRUCTION . . . . . . . . . . . . . 09–11–1
Features. . . . . . . . . . . . . . . . . . . . . . . . 09–11–1 FRONT DOOR CONSTRUCTION . . . . . . 09–11–3
End of Toc
DOOR OUTLINE
CHU091158010S01
Features
Improved marketability • Freestyle doors adopted
• Door module that integrates interior parts adopted for front doors
Reduced weight • Aluminum construction adopted for rear door
Improved safety • Side impact bars adopted for front doors
• Built-in pillars adopted for rear doors
• Catch pins adopted
End Of Sie
DOOR CONSTRUCTION
CHU091158010S02
• Freestyle doors have been adopted, allowing the
rear doors to open outward from the center of the
vehicle.
• The front doors can open up to 67% and the rear
doors up to 80%, ensuring good access.
09–11
CHU0911S002
• The rear doors have been slanted towards the

inner side and rear of the vehicle so they open at
a slightly upward angle. This prevents the doors
from interfering with each other when opening or
closing and reduces the amount of force required
for opening.
CHU0911S003
09–11–1
DOORS AND LIFTGATE
• A large-sized release handle located inside the
rear door jamb is used to open the rear door. Due
to this, a mechanism that keeps the rear door
from opening if the front is not opened first has
been adopted, and accidental opening is
prevented.
RELEASE
HANDLE
CHU0911S004
• The following structural supports have been SIDE IMPACT BAR

adopted in order to prevent cabin deformation in
case of a side-impact collision. See (0910) for
detailed descriptions.
— Side impact bars in the front doors
— Built-in pillar in the rear doors
— Catch pins along the bottom edges of both the
front and rear doors
End Of Sie
CATCH PIN BUILT-IN PILLAR

CHU0911S005
09–11–2
DOORS AND LIFTGATE
FRONT DOOR CONSTRUCTION
CHU091158010S03
• The inner construction of the door, including the power window regulator, door speaker, door harness and
other parts, have been integrated into a single door unit.
• Due to the integrated door unit, weight reduction has been achieved for the whole door.
• Waterproofing of the inner door unit parts is achieved due to sectional design.
• Fiberglass reinforced plastics have been adopted for the door unit carrier to improve rigidity.
• A ripple-shaped side impact bar has been adopted to improve rigidity in case of collision.
FRONT DOOR UNIT
FRONT POWER
WINDOW REGULATOR
FRONT POWER
WINDOW MOTOR
SIDE IMPACT BAR
FRONT DOOR
SPEAKER A
DOOR HARNESS FRONT DOOR UNIT
CARRIER A
09–11
SEC. A—A
CHU0911S001
End Of Sie
09–11–3
GLASS/WINDOWS/MIRRORS
09–12 GLASS/WINDOWS/MIRRORS
REAR WINDOW DEFROSTER SYSTEM OUTER MIRROR STRUCTURAL
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–12–1 VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–12–4
REAR WINDOW DEFROSTER SYSTEM POWER MIRROR SYSTEM WIRING
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–12–1 DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 09–12–4
REAR WINDOW DEFROSTER SYSTEM REARVIEW MIRROR OUTLINE. . . . . . . . 09–12–4
WIRING DIAGRAM . . . . . . . . . . . . . . . . 09–12–2 REARVIEW MIRROR STRUCTURAL
POWER WINDOW SYSTEM VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–12–5
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–12–2 REARVIEW MIRROR SYSTEM WIRING
POWER WINDOW SYSTEM DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 09–12–5
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–12–2 AUTO-DIMMIMG MIRROR
POWER WINDOW SYSTEM WIRING CONSTRUCTION/OPERATION . . . . . . . 09–12–6
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–12–3 Function . . . . . . . . . . . . . . . . . . . . . . . . 09–12–6
OUTER MIRROR OUTLINE . . . . . . . . . . 09–12–3 Operation . . . . . . . . . . . . . . . . . . . . . . . 09–12–6
End of Toc
REAR WINDOW DEFROSTER SYSTEM OUTLINE
CHU091263000S01
• By heating the filament, fogging is cleared from the rear window and outer mirrors.
End Of Sie
REAR WINDOW DEFROSTER SYSTEM STRUCTURAL VIEW
CHU091263000S02
REAR WINDOW
CLIMATE CONTROL UNIT DEFROSTER SWITCH
09–12
REAR WINDOW
DEFROSTER FILAMENT
HEATED OUTER
MIRROR
REAR WINDOW
DEFROSTER RELAY
CHU0912S003
End Of Sie
09–12–1
REAR WINDOW DEFROSTER SYSTEM WIRING DIAGRAM
CHU091263000S03
B+ IG2
REAR WINDOW DEFROSTER RELAY
CLIMATE CONTROL UNIT

HEATED OUTER
MIRROR FILAMENT
REAR WINDOW
DEFROSTER
FILAMENT MICROCOMPUTER
REAR WINDOW DEFROSTER REAR WINDOW DEFROSTER

INDICATOR LIGHT SWITCH
CHU0912S007
End Of Sie
POWER WINDOW SYSTEM OUTLINE
CHU091258000S01
• The power window system has the following functions.
— Auto open function (driver’s side)
— Power-cut function (driver’s side)
— Manual open/close function
— IG OFF timer function (Cancelled when any door is opened.)
End Of Sie
POWER WINDOW SYSTEM STRUCTURAL VIEW
CHU091258000S02
POWER WINDOW
SUBSWITCH
POWER WINDOW
MAIN SWITCH
POWER WINDOW
REGULATOR
POWER WINDOW
MOTOR
POWER WINDOW
REGULATOR
POWER WINDOW
MOTOR
CHU0912S001
End Of Sie
09–12–2
POWER WINDOW SYSTEM WIRING DIAGRAM
CHU091258000S03
B+
DRL CONTROL MODULE (VEHICLE WITH DRL SYSTEM)

DELAYED POWER CONTROL MODULE (VEHICLE WITHOUT DRL SYSTEM)
POWER-CUT SWITCH
POWER WINDOW
MAIN SWITCH
CLOSE
CLOSE OPEN
MANUAL AUTO
OPEN OPEN
P/W
CM
CLOSE OPEN
RELAY RELAY
09–12
M POWER WINDOW
CLOSE OPEN
SUBSWITCH
OPEN
CLOSE M
OPEN
POWER WINDOW CLOSE
MOTOR POWER WINDOW MOTOR
(DRIVER'S SIDE) (PASSENGER'S SIDE)
CHU0912S002
End Of Sie
OUTER MIRROR OUTLINE
CHU091269100S01
• Power outer mirrors with automatically adjustable glass angle adopted.
• Heated outer mirrors adopted (operate when the rear defroster system is activated).
End Of Sie
09–12–3
OUTER MIRROR STRUCTURAL VIEW
CHU091269100S02
POWER OUTER MIRROR

POWER MIRROR
SWITCH
FILAMENT
(HEATED OUTER MIRROR )
CHU0912S004
End Of Sie
POWER MIRROR SYSTEM WIRING DIAGRAM
CHU091269100S03
ACC
POWER OUTER MIRROR SWITCH
LEFT RIGHT UP DOWN RIGHT/ LEFT/

DOWN UP
LEFT RIGHT LEFT RIGHT

SIDE SIDE SIDE SIDE
REAR DEFROSTER
RELAY
UP UP
FILAMENT FILAMENT
M M
DOWN DOWN
M M
RIGHT LEFT RIGHT LEFT
POWER OUTER POWER OUTER

MIRROR (LH) MIRROR (RH)
CHU0912S005
End Of Sie
REARVIEW MIRROR OUTLINE
CHU091269220S01
• The auto-dimming mirror integrated HomeLink Wireless Control System has been adopted for improved safety.
End Of Sie
09–12–4
REARVIEW MIRROR STRUCTURAL VIEW
CHU091269220S02
MANUAL DAY/NIGHT MIRROR AUTO-DIMMING MIRROR
CHU0912S006
End Of Sie
REARVIEW MIRROR SYSTEM WIRING DIAGRAM
CHU091269220S03
B+ IG1 IG1 09–12
AT: TR SWITCH (R RANGE )

MT: BACK-UP LIGHT SWITCH
BACK-UP LIGHT
AUTO-DIMMING MIRROR
CHU0912S201
End Of Sie
09–12–5
AUTO-DIMMIMG MIRROR CONSTRUCTION/OPERATION
CHU091269220S04
Function
• The auto-dimming mirror automatically reduces glare from rear car headlights when the auto-dimming mirror
on/off switch is turned on.
• The auto-dimming mirror comes with an integrated HomeLink Wireless Control System, which enables the
programming of the mirror for activation of garage doors, electric gates, and home lighting. The auto-dimming
mirror stores the codes from various existing transmitters.
• If the auto-dimming mirror is replaced, it is necessary to perform the HomeLink programming. Refer to the
Owner’s Manual for the procedure.
DAY/NIGHT SENSOR
AUTO-DIMMING MIRROR
AUTO-DIMMING MIRROR
HomeLink BUTTON ON/OFF BUTTON
GLARE DETECTION
INDICATOR LIGHT
SENSOR
B6U0912S005
Operation
1. The day/night sensor detects the ambient brightness (A) and sends the signal to the CPU.
2. The glare detection sensor detects the amount of light from the rear (B) and sends the signal to the CPU.
3. The CPU compares A and B, and determines the reflectance of the mirror.
4. The CPU controls the reflectance of the mirror by changing the voltage.
5. The reflectance is determined to be high when the CPU receives the R position/reverse gear signal from the
TR switch/back-up light switch.
IG SWITCH CPU
CHANGING
VOLTAGE
GLARE DETECTION
SENSOR CALCULATE
REFLECTANCE
MIRROR
DAY/NIGHT
SENSOR OUTPUT VOLTAGE
CONTROL
AUTO-DIMMING MIRROR
R POSITION/
TR SWITCH OR REVERSE GEAR SIGNAL
BACK-UP LIGHT
SWITCH
CHU0912S202
End Of Sie
09–12–6
SEATS
09–13 SEATS
SEAT OUTLINE. . . . . . . . . . . . . . . . . . . . 09–13–1 POWER SEAT SYSTEM WIRING
SEAT SPECIFICATION. . . . . . . . . . . . . . 09–13–1 DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 09–13–2
SEAT STRUCTURAL VIEW . . . . . . . . . . 09–13–1 POWER SEAT CONSTRUCTION/
OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–13–3
End of Toc
SEAT OUTLINE
CHU091357100S01
• Front seat with built-in side air bag adopted
• Cushion lifter adopted for the driver-side seat
• Power seat adopted for the driver-side seat
End Of Sie
SEAT SPECIFICATION
CHU091357100S02
Item Type
Front seat Manual seat Recliner function
Slide function
Cushion lifter function (Driver-side seat only)
Power seat Recliner function
Slide function
Cushion lifter function
Lumbar support function
Rear seat Fixed
End Of Sie 09–13

SEAT STRUCTURAL VIEW
CHU091357100S03
FRONT SEAT REAR SEAT
PASSENGER'S SEAT
SIDE AIR BAG
MODULE
DRIVER'S SEAT
MANUAL SEAT POWER SEAT
SLIDE LEVER
RECLINER LEVER
SIDE AIR BAG SIDE AIR BAG
MODULE MODULE
LUMBAR
SUPPORT
SWITCH
RECLINER LEVER
CUSHION LIFTER LEVER RECLINER SWITCH
SLIDE LEVER SLIDER SWITCH

FRONT TILT SWITCH
REAR TILT SWITCH
CHU0913S101
End Of Sie
09–13–1
SEATS
POWER SEAT SYSTEM WIRING DIAGRAM
CHU091357101S01
B+
SLIDE SWITCH RECLINER SWITCH

FRONT TILT SWITCH REAR TILT SWITCH
POWER SEAT
SWITCH
UP UP DOWN FORWARD
DOWN FORWARD BACKWARD BACKWARD
M M M M
FRONT TILT MOTOR REAR TILT MOTOR SLIDE MOTOR RECLINER MOTOR
B+
LUMBAR
SUPPORT
SWITCH
FORWARD BACKWARD
M
LUMBAR SUPPORT MOTOR
CHU0913S102
End Of Sie
09–13–2
SEATS
POWER SEAT CONSTRUCTION/OPERATION
CHU091357101S02
• The following motors are built into the seat:
— Slide motor
— Recliner motor
— Front tilt motor
— Rear tilt motor
— Lumbar support motor
• The slide, front tilt and rear tilt switches are all operated by use of a single switch knob.
(a)
(a) RECLINER OPERATION
(b) SLIDE OPERATION
(c) FRONT TILT OPERATION
(d) REAR TILT OPERATION
(e) LUMBAR SUPPORT OPERATION
LUMBAR SUPPORT MOTOR
RECLINER MOTOR
SLIDE MOTOR (e)
(d)
(c)
(e)
FRONT TILT MOTOR
(b) LUMBAR SUPPORT
SWITCH
(a) 09–13
REAR TILT MOTOR
(d)
(c)
RECLINER SWITCH
(b)
SLIDE SWITCH
FRONT TILT SWITCH
REAR TILT SWITCH
CHU0913S103
End Of Sie
09–13–3
SECURITY AND LOCKS
09–14 SECURITY AND LOCKS
SECURITY AND LOCKS OUTLINE . . . . 09–14–1 IMMOBILIZER SYSTEM OUTLINE . . . . . 09–14–10
Features. . . . . . . . . . . . . . . . . . . . . . . . 09–14–1 IMMOBILIZER SYSTEM STRUCTURAL
POWER DOOR LOCK SYSTEM VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–14–11
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–14–1 IMMOBILIZER SYSTEM WIRING
POWER DOOR LOCK SYSTEM DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . 09–14–11
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–14–2 IMMOBILIZER SYSTEM
POWER DOOR LOCK SYSTEM WIRING OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–14–11
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–14–3 ON-BOARD DIAGNOSTIC SYSTEM
KEYLESS ENTRY SYSTEM (IMMOBILIZER SYSTEM) MALFUNCTION
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–14–3 DIAGNOSIS FUNCTION . . . . . . . . . . . . 09–14–13
KEYLESS ENTRY SYSTEM STRUCTURAL DTC TABLE . . . . . . . . . . . . . . . . . . . . . 09–14–13
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–14–4 ON-BOARD DIAGNOSTIC SYSTEM
KEYLESS ENTRY SYSTEM WIRING (IMMOBILIZER SYSTEM) PID/DATA
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–14–5 MONITOR FUNCTION . . . . . . . . . . . . . . 09–14–14
THEFT-DETERRENT SYSTEM OUTLINE09–14–5 PID/Data Monitor Table. . . . . . . . . . . . . 09–14–14
THEFT-DETERRENT SYSTEM IMMOBILIZER SYSTEM COMPONENT
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–14–6 REPLACEMENT/KEY ADDITION AND
THEFT-DETERRENT SYSTEM WIRING CLEARING OUTLINE. . . . . . . . . . . . . . . 09–14–15
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–14–7 KEYLESS CONTROL MODULE
THEFT-DETERRENT SYSTEM OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–14–16
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–14–8
End of Toc
SECURITY AND LOCKS OUTLINE
CHU091400001S01
Features
09–14
Improved marketability • Power door lock system adopted
• Keyless entry system adopted
Improved theft- • Theft-deterrent system adopted
deterrence • Immobilizer system adopted
Improved convenience • Trunk lid opener switch adopted
Improved serviceability • Control of following systems consolidated into the keyless control module:
— Power door lock system
— Keyless entry system
— Interior light control
— Theft-deterrent system
— Immobilizer system
End Of Sie
POWER DOOR LOCK SYSTEM OUTLINE
CHU091401090S01
• Operating the following will lock/unlock all doors.
— Driver’s-side door lock switch
— Passenger’s-side door lock switch
— Door key cylinder
• When unlocking using the door key cylinder, operating one time will unlock the driver-side door and operating a
second time will unlock the passenger-side door.
End Of Sie
09–14–1
SECURITY AND LOCKS
POWER DOOR LOCK SYSTEM STRUCTURAL VIEW
CHU091401090S02
KEYLESS CONTROL
MODULE
DOOR LOCK
SWITCH
REAR DOOR UPPER

LATCH SWITCH
DOOR KEY
CYLINDER SWITCH
FRONT DOOR
LOCK ACTUATOR
(BUILT-IN DOOR
LOCK-LINK SWITCH)
DOOR SWITCH
REAR DOOR LOWER
LATCH SWITCH
CHU0914S207
End Of Sie
09–14–2
SECURITY AND LOCKS
POWER DOOR LOCK SYSTEM WIRING DIAGRAM
CHU091401090S03
INSTRUMENT B+ IG1 B+
CLUSTER
DOOR
SWITCH (LH)
UNLOCK
DOOR (DRIVER'S SIDE) FRONT DOOR
SWITCH (RH)
KEYLESS LOCK ACTUATOR
REAR DOOR REAR DOOR CONTROL MODULE LOCK M DRIVER'S SIDE
UPPER LATCH LOWER LATCH
SWITCH SWITCH
M PASSENGER'S SIDE
DOOR LOCK SWITCH UNLOCK

(DRIVER'S SIDE) (PASSENGER'S SIDE)
DOOR LOCK SWITCH

(PASSENGER'S SIDE)
DOOR KEY CYLINDER SWITCH

UNLOCK
DOOR LOCK-LINK
SWITCH
(DRIVER'S SIDE)
LOCK 09–14
CHU0914S205
End Of Sie
KEYLESS ENTRY SYSTEM OUTLINE
CHU091401090S04
• The following operations can be performed using the transmitter when away from the vehicle (approx. 2.5 m
{8.2 ft}):
— Lock all doors (by pressing the LOCK button).
— Unlock the driver-side door (by pressing the UNLOCK button one time).
— Unlock the driver and passenger-side doors (by pressing the UNLOCK button two times within 5 s).
— Unlock the trunk lid (by pressing the TRUNK LID button). (When the trunk lid opener cancel switch is at the
ON position, the trunk lid does not unlock even when the TRUNK LID button is pressed.)
— Alarm (by pressing the PANIC button). (Cancelled by pressing any transmitter button, inserting the key into
the steering lock, or after 5 min.)
• When the transmitter LOCK button is pressed two times within 5 s, the horn sounds once to indicate that all
doors are locked.
• An auto-locking device has been adopted that automatically locks the doors if any of the following operations
are not performed within 30 s of pressing the transmitter UNLOCK button:
— Any door is opened.
— The door is lock/unlock using the door key cylinder.
— The door is lock/unlock using the door lock switch.
— The key is inserted the steering lock.
• In order to prevent accidental operation when driving, pushing any transmitter button will have no affect when
the key is inserted into the steering lock.
End Of Sie
09–14–3
SECURITY AND LOCKS
KEYLESS ENTRY SYSTEM STRUCTURAL VIEW
CHU091401090S05
FLASHER CONTROL KEYLESS

MODULE TRUNK LID OPENER
RECEIVER
CANCEL SWITCH
DOOR LOCK SWITCH
HORN
KEYLESS CONTROL
MODULE
TRUNK LID
OPENER RELAY
KEY REMINDER
REAR DOOR SWITCH
UPPER LATCH SWITCH
TRANSMITTER
HORN RELAY
DOOR KEY
CYLINDER SWITCH
FRONT DOOR
LOCK ACTUATOR
(BUILT-IN DOOR
LOCK-LINK SWITCH)
DOOR SWITCH
TRUNK LID OPENER

REAR DOOR LOWER
LATCH SWITCH
CHU0914S208
End Of Sie
09–14–4
SECURITY AND LOCKS
KEYLESS ENTRY SYSTEM WIRING DIAGRAM
CHU091401090S06
KEYLESS
CONTROL MODULE
INSTRUMENT B+ IG1 B+
CLUSTER
B+
DOOR HORN
SWITCH (LH) RELAY
DOOR HORN
SWITCH (RH)
REAR DOOR REAR DOOR

UPPER LATCH LOWER LATCH
SWITCH SWITCH B+
FLASHER CONTROL
KEY REMINDER MODULE
SWITCH HAZARD WARNING
SWITCH
DOOR LOCK SWITCH UNLOCK

(DRIVER'S SIDE) (DRIVER'S SIDE)
FRONT DOOR
LOCK ACTUATOR B+
M DRIVER'S SIDE
DOOR LOCK SWITCH LOCK
(PASSENGER'S SIDE)
M PASSENGER'S SIDE TRUNK LID
DOOR KEY CYLINDER SWITCH OPENER RELAY
UNLOCK 09–14
TRUNK LID
(PASSENGER'S SIDE)
OPENER
UNLOCK
DOOR LOCK-LINK CANCEL
SWITCH SWITCH TRUNK LID
M
(DRIVER'S SIDE) OPENER
LOCK
TRUNK LID
OPENER SWITCH
KEYLESS
RECEIVER
CHU0914S206
End Of Sie
THEFT-DETERRENT SYSTEM OUTLINE
CHU091450000S01
• The theft-deterrent system includes sound and light alarms that activate when the hood, the trunk lid, or a door
is opened by means other than the ignition key or the transmitter. The turn lights flash and the horn sounds.
• When the ignition key is inserted into the door or trunk key cylinder and turned to unlock or the transmitter
unlock button is pressed, the alarms stop.
End Of Sie
09–14–5
SECURITY AND LOCKS
THEFT-DETERRENT SYSTEM STRUCTURAL VIEW
CHU091450000S02
KEYLESS RECEIVER
DOOR LOCK
HORN SWITCH
KEYLESS CONTROL
MODULE
FLASHER CONTROL
MODULE
KEY REMINDER
SWITCH
HOOD LATCH REAR DOOR UPPER LATCH SWITCH
SWITCH
TRANSMITTER
HORN
RELAY
DOOR KEY
CYLINDER SWITCH
DOOR LOCK-LINK
SWITCH
DOOR
SWITCH
TRUNK KEY
CYLINDER SWITCH
REAR DOOR LOWER
LATCH SWITCH TRUNK COMPARTMENT
LIGHT SWITCH
CHU0914S201
End Of Sie
09–14–6
SECURITY AND LOCKS
THEFT-DETERRENT SYSTEM WIRING DIAGRAM
CHU091450000S03
B+ IG1 B+
INSTRUMENT
B+
CLUSTER
HORN
DOOR RELAY
SWITCH (LH)
HORN
DOOR
SWITCH (RH)
REAR DOOR REAR DOOR KEYLESS
UPPER LATCH LOWER LATCH B+ CONTROL MODULE
SWITCH SWITCH INSTRUMENT
CLUSTER
KEY REMINDER (SECURITY LIGHT)
SWITCH
DOOR LOCK SWITCH FLASHER CONTROL

(DRIVER'S SIDE) MODULE
HAZARD
WARNING
SWITCH
DOOR LOCK SWITCH
(PASSENGER'S SIDE)
HOOD LATCH
DOOR KEY CYLINDER SWITCH SWITCH
UNLOCK
DOOR LOCK-LINK
SWITCH
(DRIVER'S SIDE) B+
LOCK 09–14
TRUNK
COMPARTMENT
DOOR LOCK-LINK SWITCH
LIGHT
(PASSENGER'S SIDE)
TRUNK COMPARTMENT
LIGHT SWITCH
TRUNK KEY
CYLINDER
SWITCH
KEYLESS
RECEIVER
CHU0914S204
End Of Sie
09–14–7
SECURITY AND LOCKS
THEFT-DETERRENT SYSTEM OPERATION
CHU091450000S04
Item Action Confirmation Note

The theft-deterrent system can be • Hazard warning lights • With any door open, the doors will
armed by performing the following flash once. not lock with the transmitter and the
operations: theft-deterrent system will not arm
1. Turn the ignition switch to ON, then • The trunk lid can be opened with
to LOCK position. the key or the transmitter even
2. Remove the key from the steering when the system is armed. The
Arming lock. alarm will not come on and the
3. Perform the following: system will remain armed.
• Close all doors. *1: If the hood or the trunk lid is open,
• Close the trunk lid. the doors will lock but the alarm will not
• Close the hood. arm until the hood or trunk lid is closed.
4. Lock all doors.*1
Arming can be canceled by either of • Hazard warning lights
the following operations: flash two times.
• Unlock any doors using the
Arming cancel transmitter or key. -
• Insert the key into the steering lock
and turn the ignition switch to ON
position.
The alarm triggers with each of the • Hazard warning lights • The alarm continues for approx. 2.5
following operations: flash. min, then stops.
• Forcing open a door, the hood, or • Horn sounds.
the trunk lid.
• Unlock any doors without using the
transmitter or key.
Alarm
• Open a door, the hood or the trunk
lid by operating an door lock switch,
the hood release lever or the trunk
lid opener switch.
• Ignition switch turned to ON
position using incorrect key.
Alarm can be canceled by either of the
following operations:
Alarm cancel • Door unlock with transmitter or key. - -
• Trunk lid open with transmitter or
key.
09–14–8
SECURITY AND LOCKS
System flowchart
Deactivated
Hazard warning light: off
Horn: off
Ignition switch to LOCK position Ignition switch to ON position
and key reminder switch off or key reminder switch on
Initial
Horn: off
Under all the following conditions, lock doors with

transmitter, key or *door lock switch:
All door closed
Trunk lid closed
Hood closed
*: Only when slam-locked
Cancel confirmation Arming confirmation

Hazard warning lights flash two times. Hazard warning lights flash once.
Cancel condition 1 or 2
Arming 1
Horn: off
Trunk key cylinder
Approx. 5 s
switch on or transmitter
after trunk lid is closed
trunk opener switch on
Cancel condition 1 or 2 Arming 2

Horn: off
If any one of the following If any one of the following 09–14

conditions occurs, go to Alarm 1: conditions occurs, go to Alarm 1:
Ignition switch was turned to ON position Ignition switch was turned to ON position
using incorrect key. using incorrect key.
Any doors open. (Door switch on) Any doors open. (Door switch on)
Hood open. (Hood latch switch off) Hood open. (Hood latch switch off)
Door lock-link switch unlock Door lock-link switch unlock
Trunk lid open. (Trunk compartment light switch on)
*1
*1
Cancel condition 1 or 3
Alarm 1
Hazard warning light: on
Horn: on
*1
If any one of the following

conditions occurs, go to Alarm 1:
Ignition switch to ON LOCK position
Any doors open All door closed
(Door switch on off)
Approx. 2.5 min Hood open closed
(Hood latch switch off on)
Door lock-link switch unlock lock
Trunk lid open closed
(Trunk compartment light switch on off)
*1
Cancel condition 1 or 3 Alarm 2
Horn: off
*1: If the PANIC button is pressed, the keyless entry system operates (alarm status)
CANCEL CONDITION and the theft-deterrent system shifts to Alarm 2 status.
1: Door unlock with transmitter or key. (See 09-14-3 KEYLESS ENTRY SYSTEM OUTLINE.)
2: Key reminder switch on and ignition switch to ON position.
3: Trunk lid open with transmitter or key.
CHU0914S203
End Of Sie
09–14–9
SECURITY AND LOCKS
IMMOBILIZER SYSTEM OUTLINE
CHU091467000S01
• The immobilizer system is a vehicle theft prevention device that only allows keys that have previously been
registered to the vehicle to start the engine and prevents it from being started in any other manner (such as
with an unregistered key or by starter relay short).
• The immobilizer system consists of the key (built-in transponder), coil, keyless control module, PCM, and
security light (in the instrument cluster).
• Ignition keys for use with the immobilizer system have an electronic communication device (transponder) built
into the key head that retains specific electronic codes (key ID number).
• The immobilizer system operates automatically when the ignition switch is turned to the LOCK or ACC position.
When this occurs, the security light flashes repeatedly 0.1 s every 2 s.
• In order to start the engine, the immobilizer system must be made inoperable using a key previously registered
with the vehicle. No special operation is required to release the immobilizer system but rather the vehicle is
started similar to vehicles without the system: the ignition switch is turned from the LOCK or ACC position to
the ON or START position and the release operation begins automatically. The engine can only be started after
the key, keyless control module and PCM successfully perform their parts of the verification procedure. For
details, refer to “09–14–11 IMMOBILIZER SYSTEM OPERATION”.
• If the immobilizer system is not released due to a malfunction or verification failure, the security light in the
instrument cluster displays a DTC. At the same time, DTCs are stored respectively in the PCM and keyless
control module. The stored DTCs can be verified using the WDS or equivalent. Repair the malfunctioning part
using the verified DTCs. For details, refer to “09–14–13 ON-BOARD DIAGNOSTIC SYSTEM (IMMOBILIZER
SYSTEM) MALFUNCTION DIAGNOSIS FUNCTION”.
• The immobilizer system cannot be deactivated.
Caution
• The immobilizer system must be reset using the WDS or equivalent after performing any of the
following: “Replacement of all the keys (steering lock replacement or similar procedure)”,
“Keyless control module replacement”, “PCM replacement” and “Keyless control module and
PCM replacement”. Moreover, when performing “Replacement of all the keys” or “Keyless control
module replacement”, two or more keys usable with the immobilizer system must be readied. For
details, refer to “09–14–15 IMMOBILIZER SYSTEM COMPONENT REPLACEMENT/KEY ADDITION
AND CLEARING OUTLINE”.
• Two or more key ID numbers must be registered for the engine to start. For key ID number
registration, refer the Mazda RX-8 Workshop Manual (1772-1U-03C) Section 09-14, “IMMOBILIZER
SYSTEM COMPONENT REPLACEMENT/KEY ADDITION AND CLEARING”.
• A maximum of eight key ID numbers can be registered for one vehicle. The PID/data monitor
function can be used to verify the number of key ID numbers registered for a single vehicle. For
details refer to “09–14–14 ON-BOARD DIAGNOSTIC SYSTEM (IMMOBILIZER SYSTEM) PID/DATA
MONITOR FUNCTION”.
• The following conditions may cause poor signal communication between the key and vehicle,
resulting in the engine not starting or a key registration error. Do not perform key registration
under the following conditions:
— If any of the following items are touching or near the key head.
• Spare keys
• Keys for other vehicles equipped with an immobilizer system
• Any metallic object
• Any electronic device, or any credit or other cards with magnetic strips
EXAMPLES:
METAL RING LYING METAL PART OF ANOTHER KEY IS CLOSE TO OR TOUCHING METAL OBJECT TOUCHING
ON KEY HEAD KEY TOUCHING KEY HEAD ANOTHER IMMOBILIZER SYSTEM KEY KEY HEAD
CHU0914S213
End Of Sie
09–14–10
SECURITY AND LOCKS
IMMOBILIZER SYSTEM STRUCTURAL VIEW
CHU091467000S02
SECURITY LIGHT
COIL
KEY (TRANSPONDER)
PCM
09–14
KEYLESS
STARTER CONTROL MODULE
RELAY
CHU0914S202
End Of Sie
IMMOBILIZER SYSTEM WIRING DIAGRAM
CHU091467000S03
INSTRUMENT CLUSTER
SECURITY LIGHT
IG1 IG1 B+ IG1 IG1 B+

KEYLESS
COIL CONTROL
MODULE STARTER
PCM RELAY
TX LINE
M STARTER
RX LINE
IGNITION COIL
FUEL INJECTOR
CAN LINE
CHU0914S005
End Of Sie
IMMOBILIZER SYSTEM OPERATION
CHU091467000S04
09–14–11
SECURITY AND LOCKS
Immobilizer System Release Operation
The ignition switch is turned from the LOCK (ACC) to the

ON (START) position. (Security light illuminates.)
(1) The keyless control module sends data A* to the key

(transponder) via the coil.
(2) The key (transponder) calculates data B from received

data A and sends its specific key ID number and data B to
the keyless control module via the coil.
(3) The keyless control module verifies consistency between the UNSATISFACTORY RESULT
received key ID number and the previously registered key ID numbers.
SATISFACTORY RESULT
(4) The keyless control module makes a calculation using received UNSATISFACTORY RESULT
data B and compares it with sent data A.
SATISFACTORY RESULT
(5) The keyless control module requests data for verification

from the PCM.
(6) The PCM sends data C* to the keyless control module.
(7) The keyless control module calculates data D from received

data C and sends it to the PCM.
UNSATISFACTORY RESULT
(8) The PCM makes a calculation using received data D
and compares it with sent data C.
SATISFACTORY RESULT
Engine starting is permitted. Engine starting is not permitted.

(The security light goes out after approx. 3 s.) (After detecting the error (such as non-verification or
malfunction), the security light illuminates or flashes
continuously for approx. 1 min, and then a DTC is
*: Data A and C are different random values each time repeatedly displayed 10 times.)
INSTRUMENT CLUSTER
SECURITY LIGHT
KEY COIL
(TRANSPONDER)
KEYLESS CONTROL PCM
MODULE
(3), (4) (8)
(7)
(1)
(5), (7)
(2) (6)
CHU0914S210
End Of Sie
09–14–12
SECURITY AND LOCKS
ON-BOARD DIAGNOSTIC SYSTEM (IMMOBILIZER SYSTEM) MALFUNCTION DIAGNOSIS FUNCTION
CHU091467000S05
• The immobilizer system is provided with a malfunction diagnosis function.
• Malfunction diagnosis of the immobilizer system occurs automatically when the ignition switch is turned from
the LOCK (ACC) to the ON (START) position.
• If the results of the malfunction diagnosis show a malfunction in the immobilizer system, the security light
displays a DTC. At the same time, DTCs are stored in the PCM and keyless control module. The stored DTCs
can be verified using the WDS or equivalent.
Caution
• Always use the WDS or equivalent to verify DTCs even if the security light display a DTC. If the
security light itself has a malfunction, it is possible that a DTC may not be properly displayed.
There are certain DTCs which can only be verified using the WDS or equivalent, not the security
light.
• DTCs for the immobilizer system that are stored in the keyless control module and PCM are
cleared when the ignition switch is turned from the ON to the LOCK (ACC) position.
Note
• If two or more malfunctions are detected as a result of malfunction diagnosis, only the DTC with the lowest
number of those detected will be displayed by the security light. However, multiple DTCs are stored at the
same time.
• If two or more immobilizer system DTCs are verified, first repair the part indicated by the security light
displayed DTC. After completely repairing one location, turn the ignition switch from the LOCK to the ON
position and perform immobilizer system malfunction diagnosis.
DTC TABLE
Note
• In the approx. 1 min after detecting a malfunction and before displaying the DTC, the security light will
illuminate or flash the following patterns: 09–14
Security light flashing pattern

DTC
(Before displaying DTC)
ILLUMINATED
11, 12, 13, 14, 15, 16
GOES OUT
ILLUMINATED
21, 22, 23
GOES OUT
DTC
WDS or equivalent
display
Detected condition
Security light flashing pattern Keyless
control PCM
module
Signal communication with the coil cannot be

11 B1681 P1260
detected.
12 B2103 P1260 Coil malfunction
B1600 P1260 The key ID number data cannot be read.
13
B2431 P1260 Key ID number registration error
09–14–13
SECURITY AND LOCKS
DTC
WDS or equivalent
display
Detected condition
Security light flashing pattern Keyless
control PCM
module
The keyless control module cannot read key ID

14 B1602 P1260
number data normally.
15 B1601 P1260 Unregistered key detected.
Communication error between the keyless control

U2510 P1260
module and the PCM (no response)
16
U1147 P1260
module and the PCM (mismatched conditions)
21 B1213 P1260 Only one key is registered.

22 B2141 P1260
module and the PCM (data transfer error)
23 B2139 P1260 PCM ID number data mismatch
Not illuminated B1342 - Keyless control module malfunction

End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM (IMMOBILIZER SYSTEM) PID/DATA MONITOR FUNCTION
CHU091467000S06
• The following items can be verified:
— Number of continuous DTCs
— Number of key ID numbers registered with the vehicle
• Use the WDS or equivalent to read the PID/data monitor.
PID/Data Monitor Table

PID name (definition) Detected condition
CCNT_DD • DTCs are detected: 1—255
(Number of continuous DTCs) • No DTCs are detected: 0
NUMKEYS
(Number of key ID numbers registered with the Number of key ID numbers registered: 0—8
vehicle)
End Of Sie
09–14–14
SECURITY AND LOCKS
IMMOBILIZER SYSTEM COMPONENT REPLACEMENT/KEY ADDITION AND CLEARING OUTLINE
CHU091467000S07
• When performing the following procedures, the immobilizer resetting procedure using the WDS or equivalent
must also always be performed: “Keyless control module replacement”, “PCM replacement”, “Keyless control
module and PCM joint replacement”, “Key ID number clearing”. The engine will not start unless all work is
performed using the WDS or equivalent.
• When replacing any of the immobilizer system component parts, adding/erasing keys or performing other
functions, refer to the following table. For repair procedures, refer to the Mazda RX-8 Workshop Manual (1772-
1U-03C) Section 09-14, “IMMOBILIZER SYSTEM COMPONENT REPLACEMENT/KEY ADDITION AND
CLEARING”.
Items neccesary to
perform procedure
Situation (always have these Cautionary notes
ready before beginning
the procedure)
Making a spare key when the customer has • Keys for registration • If “Customer Spare Key Programming Disable”
two or more keys that can start the engine. has previously been performed using the WDS
Or registering an additional key. or equivalent, the WDS or equivalent must be
used to register an additional key.
Making a spare key when the customer has • Keys for registration
one key that can start the engine or no keys. • WDS or equivalent −
Or registering an additional key.
Clearing previously registered key ID • Keys for registration • All key ID numbers registered in the vehicle are
numbers. (two or more keys) cleared.
• WDS or equivalent • Unless keys are re-registered after clearing the
key ID numbers, the engine cannot be started.
Before beginning the procedure, verify that the
customer has turned in all of the keys for the
vehicle.
• Unless two or more keys are registered after 09–14
clearing the key ID numbers, the engine cannot
be started.
• The keys (two or more keys) readied before
beginning the procedure do not have to be new
keys. Any key that is capable of starting the
engine before beginning the procedure can be
used.
Replacing all keys. (When replacing the • New keys (two or • Since the steering lock is replaced, keys used
steering lock or similar procedure) more keys) before replacement become unusable. Have two
• WDS or equivalent new keys or more ready before beginning the
procedure.
• Unless keys are registered after replacing the
steering lock, the engine cannot be started.
Changing the method for registering • WDS or equivalent • After performing this procedure, additional keys
additional keys. (Method for registering other can only be registered using the WDS or
keys using two keys that can start the engine equivalent.
is disabled.) • The setting can be changed to the original using
the WDS or equivalent.
Changing the method for registering • WDS or equivalent • This is the default setting on new vehicles.
additional keys. (Method for registering other
keys using two keys that can start the engine
is enabled.)
Replacing the keyless control module only. • New keyless control • Unless keys are re-registered after replacement,
module the engine cannot be started. Before beginning
• Keys for registration the procedure, verify that the customer has
(two or more keys) turned in all of the keys for the vehicle.
• WDS or equivalent • Unless two or more keys are registered after
replacement, the engine cannot be started.
used.
Replacing the PCM only. • New PCM
-
• WDS or equivalent
09–14–15
SECURITY AND LOCKS
Items neccesary to
perform procedure
Situation (always have these Cautionary notes
ready before beginning
the procedure)
Replacing the PCM and keyless control • New PCM • Unless keys are re-registered after replacement,
module. • New keyless control the engine cannot be started. Before beginning
module the procedure, verify that the customer has
• Keys for registration turned in all of the keys for the vehicle.
(two or more keys) • Unless two or more keys are registered after
• WDS or equivalent replacement, the engine cannot be started.
used.
Replacing the coil. • New coil • It is not neccessary to reset the immobilizer
system.
Replacing the instrument cluster. • New instrument • It is not neccessary to reset the immobilizer
cluster system.
End Of Sie
KEYLESS CONTROL MODULE OUTLINE
CHU091467520S01
• Controls the following systems:
— Power door lock system
— Keyless entry system
— Interior light control system
— Immobilizer system
— Theft-deterrent system
• Supplies power to the front seat belt lock release system.
• An on-board diagnostic system, which can determine if the input/output signals in the keyless entry system are
normal, has been adopted. The on-board diagnostic system is initiated by the key reminder switch, ignition
switch and driver-side door switch, and the following operations can be verified. Refer to the Mazda RX-8
Workshop Manual for detailed procedures and descriptions regarding the operations.
— Lock/unlock operation of door lock actuator for all doors
— Trunk lid opener unlock operation
— Hazard light flashing (vehicles without theft-deterrent system)
— Horn sound
09–14–16
SECURITY AND LOCKS
• When replacing the keyless control module for vehicles with the immobilizer system, initialization configuration
according to the vehicle information and immobilizer system resetting are required. Refer to the Mazda RX-8
Workshop Manual for detailed procedures and descriptions regarding the operations.
B+ IG1 B+
B+
MAP LIGHT
INTERIOR LIGHT
KEYLESS COURTESY LIGHT
BUCKLE SWITCH
CONTROL MODULE
INSTRUMENT
LOCK RELEASE B+
CLUSTER
SOLENOID
HORN
DOOR RELAY
SWITCH (LH)
HORN
DOOR
SWITCH (RH)
INSTRUMENT
REAR DOOR REAR DOOR CLUSTER
UPPER LATCH LOWER LATCH (SECURITY LIGHT)
SWITCH SWITCH B+
KEY REMINDER FLASHER

SWITCH CONTROL
DOOR LOCK SWITCH HAZARD MODULE
(DRIVER'S SIDE) WARNING
SWITCH
DOOR LOCK SWITCH

(PASSENGER'S SIDE)
FRONT DOOR HOOD LATCH

LOCK ACTUATOR SWITCH 09–14
DOOR KEY CYLINDER SWITCH
UNLOCK M DRIVER'S SIDE
DOOR LOCK-LINK
SWITCH
(DRIVER'S SIDE) M PASSENGER'S SIDE
LOCK
B+
DOOR LOCK-LINK SWITCH B+

(PASSENGER'S SIDE)
TRUNK
COMPARTMENT TRUNK LID
TRUNK KEY B+ OPENER
LIGHT
CYLINDER RELAY
SWITCH
TRUNK TRUNK LID
COMPARTMENT OPENER
KEYLESS LIGHT SWITCH CANCEL
RECEIVER SWITCH TRUNK LID
M
OPENER
IG1
TRUNK LID
OPENER SWITCH
COIL PCM
CHU0914S006
End Of Sie
09–14–17
SUNROOF
09–15 SUNROOF
SLIDING SUNROOF OUTLINE. . . . . . . . 09–15–1 SLIDING SUNROOF OPERATION . . . . . 09–15–2
SUNROOF SPECIFICATION . . . . . . . . . 09–15–1 SUNROOF UNIT
SLIDING SUNROOF STRUCTURAL CONSTRUCTION/OPERATION . . . . . . . 09–15–3
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–15–1 SUNROOF MOTOR
SLIDING SUNROOF SYSTEM WIRING CONSTRUCTION . . . . . . . . . . . . . . . . . . 09–15–4
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–15–2
End of Toc
SLIDING SUNROOF OUTLINE
CHU091501049S01
• Electric sunroof with tilt mechanism adopted
• Deflector adopted, throbbing noise reduced
• System control using pulse sensor (Hall IC) adopted for system simplification
• Sunroof motor with integrated control unit adopted
End Of Sie
SUNROOF SPECIFICATION
CHU091501049S02
Item Specification
Slide system Outer slide
Opening measurement (mm {in}) 208 × 722 {8.2 × 28.4}
Tilt-up amount (mm {in}) 22—28 {0.9—1.1}
Opening/closing time (s) Slide : 2.5—5.5, Tilt : 0.9 or less
End Of Sie
SLIDING SUNROOF STRUCTURAL VIEW
CHU091501049S03
09–15
DEFLECTOR
SUNROOF UNIT
SUNROOF SWITCH
SUNROOF MOTOR
CHU0915S101
End Of Sie
09–15–1
SUNROOF
SLIDING SUNROOF SYSTEM WIRING DIAGRAM
CHU091501049S04
SUNROOF MOTOR
B+
IG2
HALL IC 2
SLIDE SWITCH HALL

CONTROL IC 1
OPEN MODULE
CLOSE
UP
DOWN
TILT SWITCH INPUT

SENSOR
CHU0915S102
End Of Sie
SLIDING SUNROOF OPERATION
CHU091501049S05
• The glass panel opens/closes using tilting and sliding operations.
• When the ignition switch is at the ON position, the sunroof operates by use of the sunroof switch.
• If the ignition switch is turned to the LOCK or ACC position while the sunroof is operating, it will stop.
• One-touch operation of the SLIDE open or the TILT up switch provides auto-operation.
• If any switch is operated during auto-operation, the sunroof stops.
• If any malfunction is detected during sunroof operation, the fail-safe function operates to ensure safety.
Item Specification Cancel condition
Continuous energization If the switch is continuously on for longer than the set The switch is turned off, then on
observation function time (60 s), operation is stopped.
(switch stuck-on
observation function)
Continuous operation If the period of accumulated energization due to 20 s after operation is stopped
observation function continuous opening/closing is longer than the set time
(120 s), operation is stopped.
(If set time is reached while closing, sunroof returns to
fully open position.)
Relay observation function If the motor power supply is on continuously due to stuck Relay is no longer stuck
breaker points in a relay on one side or similar
malfunction, the other relay is turned on, cutting off
energization to the motor.
(Even if the ignition switch is turned to the LOCK or ACC
position, the coil is energized.)
Pinching detection function If the pulse variation of Hall IC 1 is not longer than the set Pinching is resolved, and the switch
time (400 ms), operation is stopped (pinching detected). is turned off, then on
Static load detection If pinching is detected while the glass panel is sliding, Pinching is resolved, and the switch
function sliding operation is stopped. is turned off, then on
Set load: 343 N {35 kgf, 77 lbf} or more
Hall IC malfunction If an abnormal Hall IC pulse is detected, the system Hall IC pulse is detected to be
enters safe mode. normal (Complete normal recovery is
• Abnormality while operating: Operation stopped achieved only after completion of
• Abnormal condition when the switch is operated: initial position setting.)
Glass panel operates for 400 ms in the direction of
sunroof switch operation and stops.
End Of Sie
09–15–2
SUNROOF
SUNROOF UNIT CONSTRUCTION/OPERATION
CHU091569850S01
• Consists of a glass panel, frame and sunroof motor.
• The drive cables inside the frame are engaged with the sunroof motor drive gear so that when the motor rotates
the drive cables also move.
• The guides are fixed to the glass panel so that the panel is moved by the drive cables sliding the guides.
GLASS PANEL
SUNROOF MOTOR
FRAME
DRIVE CABLE
09–15
GLASS PANEL
FULLY CLOSED
GUIDE
TILT UP
FULLY OPEN
CHU0915S103
End Of Sie
09–15–3
SUNROOF
SUNROOF MOTOR CONSTRUCTION
CHU091569873S01
• The motor consists of gear and control parts.
• A magnetic wheel is provided on the motor shaft.
• Two Hall ICs are provided in the control part.
• The control unit detects the rotation direction, speed and amount based on pulse signals from the two Hall ICs,
and controls the position and static load of the glass panel accordingly.
HALL IC1, 2
MAGNETIC WHEEL
CHU0915S104
End Of Sie
09–15–4
INTERIOR TRIM
09–17 INTERIOR TRIM
INTERIOR TRIM OUTLINE . . . . . . . . . . . 09–17–1 INTERIOR TRIM STRUCTURAL VIEW . . 09–17–1
End of Toc
INTERIOR TRIM OUTLINE
CHU091755000S01
• The center module with integrated audio and climate control units, is located at the center of the dashboard
panel. This improves functionality and gives a unified appearance.
• Various storage spaces have been added.
End Of Sie
INTERIOR TRIM STRUCTURAL VIEW
CHU091755000S02
CENTER PANEL MODULE
GLOVE COMPARTMENT
STORAGE
COMPARTMENT
STORAGE
COMPARTMENT
ASHTRAY 09–17
CONSOLE
CUP HOLDER
DOOR POCKET
STORAGE COMPARTMENT
CHU0917S101
End Of Sie
09–17–1
LIGHTING SYSTEMS
09–18 LIGHTING SYSTEMS
LIGHTING SYSTEMS OUTLINE . . . . . . . 09–18–1 Operation When Driving . . . . . . . . . . . . 09–18–7
LIGHTING SYSTEMS AUTO LEVELING CONTROL MODULE
SPECIFICATION . . . . . . . . . . . . . . . . . . 09–18–1 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 09–18–8
LIGHTING SYSTEMS STRUCTURAL Fail-safe Function . . . . . . . . . . . . . . . . . 09–18–8
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–18–2 Fail-safe Function Table . . . . . . . . . . . . 09–18–8
FRONT COMBINATION LIGHT AUTO LEVELING CONTROL MODULE
CONSTRUCTION . . . . . . . . . . . . . . . . . 09–18–3 CONSTRUCTION/OPERATION . . . . . . . 09–18–9
Projector-type Headlight . . . . . . . . . . . 09–18–3 HIGH-MOUNT BRAKE LIGHT
DISCHARGE HEADLIGHT OUTLINE. . . 09–18–3 CONSTRUCTION . . . . . . . . . . . . . . . . . . 09–18–9
DISCHARGE HEADLIGHT STRUCTURAL REAR COMBINATION LIGHT
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–18–4 CONSTRUCTION . . . . . . . . . . . . . . . . . . 09–18–9
DISCHARGE HEADLIGHT LICENSE PLATE LIGHT
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–18–4 CONSTRUCTION . . . . . . . . . . . . . . . . . . 09–18–10
DISCHARGE HEADLIGHT CONTROL DRL SYSTEM OUTLINE . . . . . . . . . . . . . 09–18–10
MODULE FUNCTION . . . . . . . . . . . . . . 09–18–4 DRL SYSTEM OPERATION. . . . . . . . . . . 09–18–10
Abnormal Input Detection Function . . . 09–18–4 DRL SYSTEM WIRING DIAGRAM. . . . . . 09–18–11
Abnormal Output Detection Function. . 09–18–4 INTERIOR LIGHT SYSTEM OUTLINE. . . 09–18–11
DISCHARGE HEADLIGHT CONTROL INTERIOR LIGHTING SYSTEM
MODULE CONSTRUCTION/ CONSTRUCTION . . . . . . . . . . . . . . . . . . 09–18–12
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–18–5 ROOM LIGHT CONTROL SYSTEM
HEADLIGHT AUTO LEVELING SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 09–18–13
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–18–5 ROOM LIGHT CONTROL SYSTEM
HEADLIGHT AUTO LEVELING SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–18–13
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–18–5 IGNITION KEY ILLUMINATION
HEADLIGHT AUTO LEVELING SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 09–18–15
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–18–6 IGNITION KEY ILLUMINATION
09–18
HEADLIGHT AUTO LEVELING SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–18–15
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–18–7 Illumination Condition . . . . . . . . . . . . . . 09–18–15
Varying Passenger and Cargo Cancel Condition. . . . . . . . . . . . . . . . . . 09–18–15
Conditions Operation . . . . . . . . . . . . . 09–18–7
End of Toc
LIGHTING SYSTEMS OUTLINE
CHU091801051S01
• Headlights with built-in front turn and parking lights adopted
• Projector type headlights (low-beam) adopted
• Front fog lights adopted (Located in front bumper)
• Stepped reflectors adopted for rear combination lights
• Discharge headlights (low-beam) that illuminate a wide area adopted
• Rear side marker lights adopted
• Ignition key illumination that illuminates the ignition key slot adopted
• Interior light control system that changes illumination time and intensity using a keyless control module adopted
• A headlight auto leveling system, which responds to the vehicle attitude and automatically adjusts the optical
axis of the headlights, has been adopted.
End Of Sie
LIGHTING SYSTEMS SPECIFICATION
CHU091801051S02
Item Specifications
Headlight bulb (High-beam) 65 × 2
Discharge headlight bulb (low-beam) 35 × 2
Halogen headlight bulb (low-beam) 55 × 2
Parking light bulb 5×2
Front fog light bulb 55 × 2
Front turn light bulb 21 × 2
Exterior light bulb capacity (W) Front side marker light bulb 3.8 × 2
Stop/tail light bulb 21/5 × 2
Rear turn light bulb 21 × 2
Back-up light bulb 21 × 2
Rear side marker light bulb 0.57 × 2
License plate light bulb 5×1
High-mount brake light bulb 21 × 1
09–18–1
LIGHTING SYSTEMS
Item Specifications
Map light bulb 5×2
Interior light bulb 10 × 1
Courtesy light bulb 5×2
Trunk compartment light bulb 5×1
Interior light bulb capacity (W)
Glove compartment light bulb 1.7 × 1
Ignition key illumination bulb 1.4 × 1
Ashtray illumination bulb 1.4 × 1
Vanity mirror illumination bulb 1.8 × 2
End Of Sie
LIGHTING SYSTEMS STRUCTURAL VIEW
CHU091801051S03
TRUNK COMPARTMENT LIGHT
REAR COMBINATION LIGHT
FRONT AUTO
HIGH-MOUNT
LEVELING SENSOR
BRAKE LIGHT
LICENSE PLATE LIGHT
REAR SIDE MARKER LIGHT FRONT SIDE MARKER LIGHT FRONT FOG LIGHT
REAR AUTO LEVELING SENSOR
FRONT COMBINATION LIGHT
CHU0918S136
IGNITION KEY
ILLUMINATION
INTERIOR LIGHT MAP LIGHT VANITY MIRROR

ILLUMINATION
GLOVE
COMPARTMENT LIGHT
DRL CONTROL MODULE
AUTO LEVELING
CONTROL MODULE
COURTESY LIGHT
ASHTRAY ILLUMINATION
CHU0918S138
End Of Sie
09–18–2
LIGHTING SYSTEMS
FRONT COMBINATION LIGHT CONSTRUCTION
CHU091851060S01
• A headlight with built-in front turn light and parking light has been adopted for design improvement.
• Projector type headlights have been adopted, and these have been incorporated, along with the front turn light
and the parking light, into a single unit to reduce size.
• Discharge headlights, with a wide illumination area and projection of white light with a hue similar to sunlight,
have been adopted.
HEADLIGHT
BULB (HI)
FRONT TURN
LIGHT BULB
HEADLIGHT
BULB (LO)
A A
PARKING LIGHT
BULB
FRONT
COMBINATION LIGHT
DISCHARGE 09–18
HEADLIGHT
BULB (LO)
SEC. A—A
CHU0918S134
Projector-type Headlight
• Light emitted from the first focal point is projected off the reflector, gathered at the second focal point, and
output through the convex lens.
FIRST FOCAL POSITION
SECOND FOCAL POSITION
CONVEX
LENS
REFLECTOR
CHU0918S129
End Of Sie
DISCHARGE HEADLIGHT OUTLINE
CHU091801052S01
• Compared with the current headlights, the illumination area is wider. Moreover, due to projection of white light
with a hue similar to sunlight, night visibility while driving has been improved.
• The gas discharge bulb is efficient with low power consumption and high luminosity.
End Of Sie
09–18–3
LIGHTING SYSTEMS
DISCHARGE HEADLIGHT STRUCTURAL VIEW
CHU091801052S02
DISCHARGE
HEADLIGHT BULB
HEADLIGHT
A DISCHARGE
CONTROL MODULE
SEC. A—A
CHU0918S132
End Of Sie
DISCHARGE HEADLIGHT OPERATION
CHU091801052S03
1. A high voltage pulse (approx. 25,000 V) traveling from the discharge headlight control unit is applied between
both discharge headlight bulb terminals, energizing the xenon gas in the bulb.
2. Due to the energizing of the xenon gas, the temperature of the discharge headlight bulb interior increases,
vaporizing the mercury and discharging an arc.
3. Due to the mercury and discharging the arc, the temperature of the discharge headlight bulb interior increases
further, metallic iodide is vaporized and separated, and metallic atoms are discharged, producing light.
METALLIC ATOMS DISCHARGE HEADLIGHT BULB
LIGHT
XENON GAS
TERMINAL
DISCHARGE
HEADLIGHT B+
CONTROL MODULE
LIGHT
METALLIC IODIDE MERCURY TERMINAL

CHU0918S128
End Of Sie
DISCHARGE HEADLIGHT CONTROL MODULE FUNCTION
CHU091801052S04
• Controls the amount of electrical current while the discharge headlights are on to maintain optimum brightness
together with lighting stability.
• The failure detection functions are as follows:
— Abnormal input detection function
— Abnormal output detection function
Abnormal Input Detection Function

• If the discharge headlight control module input voltage (9—16 V) fails to maintain operational voltage (except
for the drop in voltage immediately after the headlights are turned on), the discharge headlight control module
turns off the headlights for protection and to prevent partial operation.
• The discharge headlight control module turns the headlights back on at resumption of normal operational
voltage.
Abnormal Output Detection Function

• If there is an abnormality in the output system (detects an open or GND short circuit in harness), the discharge
headlight control module turns off the headlights for protection and to prevent partial operation errors.
• If the discharge headlight control module turns off the headlights due to an abnormality in the output system,
the discharge headlight control module will maintain them in the off condition until the light switch is turned
again from off to on.
End Of Sie
09–18–4
LIGHTING SYSTEMS
DISCHARGE HEADLIGHT CONTROL MODULE CONSTRUCTION/OPERATION
CHU091801052S05
Warning
• Incorrect servicing of the discharge headlights could result in electrical shock. Before servicing
the discharge headlights, always refer to the discharge headlight service warnings. (See Mazda
RX-8 Workshop Manual (1772-1U-03C).)
• Built into the headlight and installed on the headlight lower side.
DISCHARGE HEADLIGHT CONTROL MODULE

CHU0918S133
• Switches the direct current from the battery to alternating current (25,000 V) and optimally controls the current
supply output to the bulb.
End Of Sie
HEADLIGHT AUTO LEVELING SYSTEM OUTLINE 09–18
CHU091801052S06
• The optical axis of the headlights adjusts automatically at fixed angles to improve visibility and prevent blinding
from oncoming traffic when the vehicle is under varying cargo and passenger weight conditions.
End Of Sie
HEADLIGHT AUTO LEVELING SYSTEM STRUCTURAL VIEW
CHU091801052S07
INSTRUMENT CLUSTER
AUTO LEVELING
CONTROL MODULE
AUTO LEVELING
INDICATOR LIGHT
REAR
AUTO LEVELING SENSOR
FRONT
AUTO LEVELING SENSOR
HEADLIGHT
LEVELING ACTUATOR
CHU0918S113
End Of Sie
09–18–5
LIGHTING SYSTEMS
HEADLIGHT AUTO LEVELING SYSTEM DIAGRAM
CHU091801052S08
FRONT AUTO REAR AUTO

LEVELING SENSOR LEVELING SENSOR
ABS HU/CM INSTRUMENT

OR AUTO LEVELING CONTROL MODULE CLUSTER
DSC HU/CM
HEADLIGHT LEVELING HEADLIGHT LEVELING

ACTUATOR (LH) ACTUATOR (RH)
CHU0918S112
End Of Sie
09–18–6
LIGHTING SYSTEMS
HEADLIGHT AUTO LEVELING SYSTEM OPERATION
CHU091801052S09
Varying Passenger and Cargo Conditions Operation
1. According to the fluctuation of the suspension, the auto leveling sensors installed in the front and rear of the
vehicle send a signal to the auto leveling control module.
2. When a difference between two of the signals input from the auto leveling sensors is detected, the auto leveling
control module verifies the vehicle attitude, then calculates the amount of optical axis adjustment. The auto
leveling control module compares the actual and required positions of the reflector, then inputs a command
signal to the headlight leveling actuator.
ZERO SETTING LARGE PASSENGER OR CARGO WEIGHT VEHICLE

ATTITUDE
OPTICAL AXIS
OPTICAL AXIS
OPTICAL AXIS
ADJUSTMENT
LOW LOW AMOUNT
ZERO ZERO
LOW LOW
REFERENCE REFERENCE
ZERO ZERO
HIGH HIGH REFERENCE
REFERENCE
FRONT AUTO REAR AUTO
LEVELING SENSOR LEVELING SENSOR HIGH
HIGH
FRONT AUTO REAR AUTO 09–18

LEVELING SENSOR LEVELING SENSOR
(1) (1)
ABS HU/CM AUTO LEVELING CONTROL MODULE

INSTRUMENT
OR DIFFERENCE BETWEEN CLUSTER
DSC HU/CM TWO VOLTAGE SIGNALS
VEHICLE ATTITUDE
OPTICAL AXIS
ADJUSTMENT AMOUNT
(2) (2)
HEADLIGHT LEVELING HEADLIGHT LEVELING

ACTUATOR (LH) ACTUATOR (RH)
CHU0918S101
Operation When Driving

1. When the auto leveling control module detects the vehicle is running at a constant vehicle speed between 30—
180 km/h for 3 s continuously while the headlights are on, the average value of the vehicle attitude during the
period is calculated and the optical axis is adjusted. (The adjustment control is operated only once per each
period of driving.)
Note
• When the ignition switch is turned to the ON position, it is normal to hear the headlight leveling actuator
operating for a few seconds, as it verifies system operating conditions.
End Of Sie
09–18–7
LIGHTING SYSTEMS
AUTO LEVELING CONTROL MODULE FUNCTION
CHU091801052S10
• In order to prevent blinding from oncoming traffic and to improve visibility, the auto leveling control module
automatically controls the optical axis direction for optimal illumination based on signals input from the ABS
(DSC) HU/CM and the auto leveling sensor.
• If an error signal from the auto leveling sensor or excessive power supply voltage is detected, the auto leveling
indicator light is illuminated to warn the driver of a malfunction.
Fail-safe Function
• The fail-safe function operates when the auto leveling control module detects a malfunction. It also warns the
driver of a malfunction by illuminating the indicator light as shown in the fail-safe function table.
• The fail-safe function controls each part as shown in the fail-safe function table.
Note
• When the ignition switch is turned to the ON position, the auto leveling control module checks the auto
leveling indicator light bulb and illuminates the bulb for 3 s to indicate that there is no malfunction.
AUTO LEVELING
INDICATOR LIGHT
INSTRUMENT CLUSTER
CHU0918S110
Fail-safe Function Table

Item Test condition Fail-safe function Indicator light Cancel condition
Auto leveling sensor Signal Signal voltage of 4.0 V or Returns headlights Illuminated*1 Continuous normal
malfunction less detected 10 times or to the initial set operation for 5 s or
more within 5 s position if they are ignition switch is
Power Power supply voltage of pointing higher than turned off and then
supply 0.25 V or less, or 4.75 V or initial set position. to the ON position
malfunction more detected 10 times or Fixes them in again.
more within 5 s position where the
malfunction is
determined if
pointing lower than
the initial set
position.
Auto leveling control Malfunction detected by auto leveling Resets Illuminated Ignition switch is
module control module microcomputer in turned off and then
auto leveling control to the ON position
module. again.
09–18–8
LIGHTING SYSTEMS
Item Test condition Fail-safe function Indicator light Cancel condition
ABS (DSC) HU/CM Vehicle speed of 180 km/h or more Fixes the optical Not illuminated Vehicle speed of
detected axis angle at the less than 180 km/h
position where detected
vehicle speed of 180
km/h or more
detected
Battery voltage Excessive Battery voltage of 18.5 V Fixes headlights in Illuminated When battery
power or more detected position where voltage of 17.5 V or
supply excessive power less is detected, or
voltage supply voltage was ignition switch is
determined. turned off and then
to the ON position
again.
*1 : Indicator light illuminates only when either malfunction condition is detected two consecutive times.
End Of Sie
AUTO LEVELING CONTROL MODULE CONSTRUCTION/OPERATION
CHU091801052S11
• The auto leveling control module is located in the underside of the blower unit in the dashboard.
• The auto leveling control module verifies changes in vehicle speed and attitude based on signal inputted from
the ABS (DSC) HU/CM, and front and rear auto leveling sensors. The control module then calculates the
optimal direction for the optical axis.
• Based on the calculation of the optical axis adjustment amount, the auto leveling control module controls the
headlight leveling actuator.
End Of Sie
HIGH-MOUNT BRAKE LIGHT CONSTRUCTION
CHU091851580S01
• Installed to the trunk lid with the connecting tabs
and nuts. 09–18
End Of Sie
TAB
TRUNK LID
HIGH-MOUNT BRAKE LIGHT
CHU0918S109
REAR COMBINATION LIGHT CONSTRUCTION

CHU091801052S12
• A step reflector that diffuses and reflects the light of the rear combination light bulbs, has been adopted. A flat,
uncut lens has been adopted to control illumination distribution.
• A round reflector for the rear combination lights has been adopted to improve design.
• Rear side marker lights for the rear combination lights have been adopted to improve marketability.
REAR SIDE
MARKER LIGHT
A BULB
A
REAR TURN
LIGHT BULB
BACK-UP
LIGHT BULB
BRAKE LIGHT/
TAILLIGHT BULB REAR COMBINATION LIGHT
SEC. A—A
CHU0918S108
End Of Sie
09–18–9
LIGHTING SYSTEMS
LICENSE PLATE LIGHT CONSTRUCTION
CHU091851270S01
• Installed to the rear bumper with the connecting tabs.
A B REAR BUMPER
LICENSE PLATE LIGHT LICENSE PLATE

LIGHT BULB
TAB
A B SEC. A—A SEC. B—B

CHU0918S135
End Of Sie
DRL SYSTEM OUTLINE
CHU091801056S01
• The DRL system automatically operates the low-beam headlights when the ignition switch is turned to the ON
position.
End Of Sie
DRL SYSTEM OPERATION
CHU091801056S02
• The running light system automatically turns on the high-beam headlights with their brightness reduced under
the following conditions:
Operation condition (Input signal) Operation condition of illumination (Output signal)
Taillight, Parking
Parking Flash-to-
Ignition Headlight Low-beam High-beam light, License
brake pass Illumination light
switch switch headlight headlight light, Front side
switch switch
marker light
OFF - Illuminates (DRL) - -
ON
ON OFF - - - -
LOCK OFF - - - -
TNS - - Illuminates Illuminates
OFF
ON Headlight Illuminates - Illuminates Illuminates
OFF ON Illuminates Illuminates - -
End Of Sie
09–18–10
LIGHTING SYSTEMS
DRL SYSTEM WIRING DIAGRAM
CHU091801056S03
B+
B+ HEADLIGHT
DRL CONTROL MODULE RELAY
HEAD LL
DRL
15 A FUSE
B+1 15 A FUSE
HEAD LR B+
15 A FUSE
2G
IG1
HEADLIGHT
RELAY FRONT FOG
B+ 15 A FUSE
2E
1I HI LO HI LO FRONT
ROOM FOG LIGHT
DRL 1
30 A FUSE RELAY
2C HEADLIGHT HEADLIGHT
1A (RH) (LH)
B+ HIGH-BEAM
DRL 2 INDICATOR
POWER FRONT
WINDOW 2D 2A FOG LIGHT
30 A FUSE
1N
2H 1L
POWER
WINDOW 1K 09–18
POWER WINDOW RELAY
2B
MAIN SWITCH
1M LIGHT SWITCH
IG1
DOOR TNS HI ON
SWITCH (LH) LO
1D 1B INSTRUMENT OFF
CLUSTER OFF FRONT FOG
LIGHT SWITCH
PARKING FLASH-TO-PASS
DOOR
BRAKE
SWITCH (RH) HEADLIGHT
SWITCH
CHU0918S106
End Of Sie
INTERIOR LIGHT SYSTEM OUTLINE
CHU091851311S01
• The lighting period and the brightness of the interior light are controlled by the door lock timer control module.
• The interior lighting control system controls the lighting period and the brightness of the interior light in
accordance with the motions of the driver when the interior light switch is at DOOR.
End Of Sie
09–18–11
LIGHTING SYSTEMS
INTERIOR LIGHTING SYSTEM CONSTRUCTION
CHU091851311S02
• The map light is located on the roof, towards the front. There are two types of map lights: one for vehicles with
sunroofs and one for vehicles without.
• The map, interior and courtesy lights settings are controlled by the interior light control system.
×: Equipped
–: Not equipped
Installation Interior light
Type Roof
position control system
Map light × Sunroof
Front
Map light × Normal roof
Interior light Rear ×
Both
Courtesy light Front door trim ×
Trunk
Trunk room —
compartment light
End Of Sie
09–18–12
LIGHTING SYSTEMS
ROOM LIGHT CONTROL SYSTEM FUNCTION
CHU091851311S03
• The interior light control system turns on, turns off, or dims the interior light when the interior light switch is in
the DOOR position.
INTERIOR COURTESY
B+ IG1 B+ LIGHT LIGHT
MAP
LIGHT
KEYLESS
SWITCH
ON ON
DOOR DOOR
KEYLESS CONTROL MODULE
INSTRUMENT CLUSTER UNLOCK

LOCK
DOOR LOCK-
LINK SWITCH
DOOR 09–18
SWITCH (RH)
DOOR
SWITCH (LH)
REAR DOOR
LOWER LATCH
SWITCH (RH)
REAR DOOR REAR DOOR REAR DOOR

UPPER LATCH LOWER LATCH UPPER LATCH
SWITCH (LH) SWITCH (LH) SWITCH (RH)
CHU0918S130
End Of Sie
ROOM LIGHT CONTROL SYSTEM OPERATION
CHU091851311S04
Interior light
Conditions before operation Operation Cancel condition
(Conditions which must be satisfied) condition Illuminat Brightne (When any condition satisfied)
ion time ss
• Turn the ignition switch to the • All doors are closed.
LOCK or ACC position. Any door open. (Any Aprox.5 (All door switches off.)
100 %
• All doors are closed. door switch is on.) min • After illumination time.*1
(All door switches are off.)
• Key extracted from steering lock. • Turn the ignition switch to the ON
(Key reminder switch is off.) position.
• All doors are closed. Driver's door lock • Any door open. (Any door switch is
(All door switches are off.) knob is unlocked. on.)
Aprox.30
• Driver's door lock knob is locked. (Door lock-link 100 % • Driver's door lock knob is locked.
s
(Door lock-link switch is in lock switch is in unlock (Door lock-link switch is in lock
position.) position.) position.)
• After illumination time.*1
• Key inserted into steering lock. • Turn the ignition switch to the ON
(Key reminder switch is on.) Key extracted from position.
• All doors are closed. steering lock. Aprox.15 • Driver's door lock knob is locked.
(All door switches are off.) 100 % (Door lock-link switch is in lock
(Key reminder switch s
is off.) position.)
09–18–13
LIGHTING SYSTEMS
Interior light
Conditions before operation Operation Cancel condition
(Conditions which must be satisfied) condition Illuminat Brightne (When any condition satisfied)
ion time ss
• Turn the ignition switch to the • Turn the ignition switch to the ON
LOCK or ACC position. position.
• Any door open. • Any door open. (Any door switch is
(Any door switch is on.) All doors are closed. on.)
Aprox.15
• Driver's door lock knob is unlocked. (All door switches s
60 % • Driver's door lock knob is locked.
(Door lock-link switch is in unlock are off.) (Door lock-link switch is in lock
position.) position.)
*
1 : After interior light is turned off according to this cancel condition, the light will illuminate again when either of
the following conditions are satisfied
• After all doors are closed, then any door is reopened. (After All door switches are off, any door switch is on.)
• Ignition switch is at the ON position. (IG on.)
DOOR LOCK
LOCK-LINK
UNLOCK
SWITCH
DOOR ON
SWITCH OFF
KEYLESS ON
SWITCH OFF
ON
IG1 OFF
MAP LIGHT ON
INTERIOR LIGHT OFF
COURTESY LIGHT t3 t1 t3 t2 t3 t3 t2 t3 t3 t4 t3
100% 60%
t1 : APPROX. 30 s
t2 : APPROX. 15 s t3 t3
t3 : APPROX. 1 s
t4 : APPROX. 5 min VIEW A
CHU0918S131
End Of Sie
09–18–14
LIGHTING SYSTEMS
IGNITION KEY ILLUMINATION FUNCTION
CHU091851311S05
• The illumination time of the ignition key illumination is controlled by the microcomputer in the instrument cluster.
• The ignition key illumination glows when the ignition switch is at the LOCK or ACC position and any door is
open.
End Of Sie
B+ IG1 B+
IGNITION KEY
KEY REMINDER ILLUMINATION
SWITCH BULB
2B 2V 2C
B+
INSTRUMENT
CLUSTER AND TIMER
MICRO COMPUTER
1I 2F
DOOR SWITCH
(DRIVER'S SIDE)
CHU0918S114
09–18
IGNITION KEY ILLUMINATION OPERATION
CHU091851311S06
Illumination Condition
• The ignition key illumination glows under all of the following conditions.
— Driver-side door is open. (Driver-side door switch is on.)
— Ignition switch is at the LOCK or ACC position. (IG1 off)
Cancel Condition
• The ignition key illumination goes out under any of the following conditions.
— Approx. 30 s after all doors are closed. (Approx. 30 s after all door switches are off.)
— Ignition switch is at the ON position. (IG1 on)
— Approx. 5 minutes after ignition key illumination begins.
End Of Sie
09–18–15
WIPER/WASHER SYSTEM
09–19 WIPER/WASHER SYSTEM
WIPER/WASHER SYSTEM OUTLINE . . 09–19–1 WINDSHIELD WASHER TANK
WIPER/WASHER SYSTEM SPECIFICATION . . . . . . . . . . . . . . . . . . 09–19–4
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–19–1 WASHER FLUID-LEVEL SENSOR
WINDSHIELD WIPER SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 09–19–5
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–19–2 HEADLIGHT CLEANER SYSTEM
WINDSHIELD WIPER SYSTEM OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–19–5
WIRING DIAGRAM . . . . . . . . . . . . . . . . 09–19–2 HEADLIGHT CLEANER SYSTEM
WINDSHIELD WIPER SYSTEM WIRING DIAGRAM. . . . . . . . . . . . . . . . . 09–19–6
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–19–2 HEADLIGHT CLEANER SYSTEM
Low Speed And High Speed OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–19–7
Operation . . . . . . . . . . . . . . . . . . . . . . 09–19–2 Auto-operation. . . . . . . . . . . . . . . . . . . . 09–19–7
Autostop Function . . . . . . . . . . . . . . . . 09–19–3 Manual Operation . . . . . . . . . . . . . . . . . 09–19–7
One-touch Wiper Operation . . . . . . . . . 09–19–3 HEADLIGHT CLEANER ACTUATOR
Intermittent Wiper Operation . . . . . . . . 09–19–4 OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–19–8
Synchronized Washer And Wiper
Operation . . . . . . . . . . . . . . . . . . . . . . 09–19–4
End of Toc
WIPER/WASHER SYSTEM OUTLINE
CHU091901052S01
• The intermittent wiper relay is built into the windshield wiper and washer switch.
• Pop-up type headlight cleaner has been adopted in the front bumper.
• A washer fluid-level sensor is installed in the windshield washer tank.
End Of Sie
WIPER/WASHER SYSTEM STRUCTURAL VIEW
CHU091901052S02
09–19
WIPER AND WASHER SWITCH
WINDSHIELD
WIPER ARM AND BLADE
WINDSHIELD
WIPER MOTOR
WINDSHIELD
WASHER HOSE
HEADLIGHT WINDSHIELD
CLEANER WASHER TANK
MOTOR
WINDSHIELD
WASHER NOZZLE
HEAD LIGHT
CLEANER HOSE HEAD LIGHT
WINDSHIELD CLEANER NOZZLE
WASHER
MOTOR HEAD LIGHT
CLEANER ACTUATOR
HEADLIGHT WASHER
CLEANER FLUID-LEVEL
RELAY SENSOR
CHU0919S113
End Of Sie
09–19–1
WIPER/WASHER SYSTEM
WINDSHIELD WIPER SYSTEM OUTLINE
CHU091901052S03
• The windshield wiper system has autostop function, one-touch function, and intermittent function with various
timings.
End Of Sie
WINDSHIELD WIPER SYSTEM WIRING DIAGRAM
CHU091901052S04
End Of Sie IG 1 WINDSHIELD WINDSHIELD
WIPER ONE-TOUCH WIPER
ONE-TOUCH
SWITCH SWITCH SWITCH
SWITCH
E
2 2 2
INT 1 1 1
VOLUME
INT WINDSHIELD
RELAY WASHER
SWITCH
M C O K A
IG 1 WINDSHIELD
WASHER
MOTOR
AUTOSTOP
SWITCH WINDSHIELD
WIPER
MOTOR
CHU0919S102
WINDSHIELD WIPER SYSTEM OPERATION

CHU091901052S05
Low Speed And High Speed Operation
• When the windshield wiper switch moves to the 1 (low) position, current (1) flows through the windshield wiper
switch to the windshield wiper motor, then to ground. The wipers operate at low speed.
• When the windshield wiper switch moves to the 2 (high) position, current (2) flows through the windshield wiper
switch to the windshield wiper motor, then to ground. The wipers operate at high speed.
• When the windshield wiper switch returns to the OFF position, the autostop function activates and the wipers
stop at the park position.
IG 1
ONE-TOUCH WINDSHIELD
SWITCH WASHER SWITCH
E
(2)
(1)
2 2 OFF INT OFF
OFF 2
INT
INT 1 INT 1 1
VOLUME
INT
RELAY
M C O K A
IG 1 (1) WINDSHIELD
WASHER
WINDSHIELD MOTOR
(2) WIPER
AUTOSTOP MOTOR
SWITCH
CHU0919S103
09–19–2
WIPER/WASHER SYSTEM
Autostop Function
• While the wipers are operating, the autostop switch remains on except when the wipers are in the park position.
Current flows through the INT relay to the windshield wiper switch, windshield wiper motor, then to ground.
Thus, the wipers continue to operate until they reach the park position even if the windshield wiper switch
moves to the OFF position.
IG 1
WINDSHIELD
WASHER SWITCH
E
2 2 INT OFF
OFF OFF 2
INT 1 INT 1 INT 1
VOLUME
INT
RELAY
M C O K A
IG 1 WINDSHIELD
WASHER
MOTOR
AUTOSTOP
WINDSHIELD
SWITCH WIPER
MOTOR
CHU0919S104
One-touch Wiper Operation

• When the wiper lever is pushed up, the one-touch switch turns on, and current flows through the one-touch
switch to the windshield wiper motor, then to ground. The wipers operate at low speed for one cycle.
• While the wiper lever is pushed up and held, the wipers operate continuously at low speed. When the wiper 09–19
lever is released, the autostop function activates and the wipers stop at the park position.
IG 1 WINDSHIELD
ONE-TOUCH
ONE-TOUCH WASHER
SWITCH
SWITCH SWITCH
E
OFF
2 OFF 2 OFF
2 INT
INT 1 INT 1 INT 1
VOLUME
INT
RELAY
M C O K A
IG 1 WINDSHIELD
WASHER
MOTOR
AUTOSTOP WINDSHIELD
WIPER
SWITCH MOTOR
CHU0919S105
09–19–3
WIPER/WASHER SYSTEM
Intermittent Wiper Operation
• When the windshield wiper switch moves to the INT position, the intermittent wiper (INT) relay turns on, and
current flows through the INT relay to the windshield wiper switch, windshield wiper motor, then to ground. The
wipers operate at low speed.
• When the preset period of time has passed, the INT relay turns off. The current stops flowing through the
windshield wiper motor. The autostop function activates, and the wipers stop at the park position. Cycling
through this sequence of operations, the wipers operate at specified intervals.
• The INT volume provides optional settings of the wiper sweep interval (timing that the INT relay turns from off
to on).
IG 1 WINDSHIELD
WASHER
SWITCH
E
OFF 2
2 2 OFF
OFF
INT 1 INT 1 INT 1 INT
VOLUME
INT
RELAY
M C O K A
IG 1
WINDSHIELD
WASHER
WINDSHIELD MOTOR
AUTOSTOP WIPER
SWITCH MOTOR
CHU0919S106
Synchronized Washer And Wiper Operation

• When the wiper lever is pulled toward the driver, the washer switch turns on and current (1) flows through the
washer switch to the windshield washer motor, then to ground. The windshield washer motor activates and
washer fluid is sprayed.
• At the same time, the INT relay turns on, and current (2) flows through the INT relay to the windshield wiper
switch, the windshield wiper motor, then to ground. The wipers operate at low speed.
End Of Sie
IG 1 WINDSHIELD
WASHER
(1) SWITCH
E
(2)
2 2 INT
OFF
OFF OFF 2
INT 1 INT 1 INT 1
VOLUME
INT
RELAY
M C O K A
IG 1 WINDSHIELD
(2) WASHER (1)
MOTOR
AUTOSTOP WINDSHIELD
SWITCH WIPER
MOTOR
CHU0919S107
WINDSHIELD WASHER TANK SPECIFICATION

CHU091967480S01
Vehicles without the headlight cleaner

Item Vehicles with the headlight cleaner
Large Small
Windshield washer tank
2.3 L {2.4 US qt, 2.0 Imp qt} 5.5 L {5.8 US qt, 4.8 Imp qt} 2.3 L {2.4 US qt, 2.0 Imp qt}
capacity
End Of Sie
09–19–4
WIPER/WASHER SYSTEM
WASHER FLUID-LEVEL SENSOR FUNCTION
CHU091967488S01
• Warn the driver that the washer fluid-level is low.
WASHER FLUID-LEVEL
INDICATOR LIGHT
INSTRUMENT CLUSTER
CHU0919S114
09–19
IG1
INSTRUMENT
CLUSTER
MICROCOMPUTER
WASHER
FLUID-LEVEL
INDICATOR LIGHT
WASHER
FLUID-LEVEL SENSOR
CHU0919S115
End Of Sie
HEADLIGHT CLEANER SYSTEM OUTLINE
CHU091901052S06
• Pop-up type headlight cleaner adopted
End Of Sie
09–19–5
WIPER/WASHER SYSTEM
HEADLIGHT CLEANER SYSTEM WIRING DIAGRAM
CHU091901052S07
B+ IG2
WINDSHIELD WIPER AND

WASHER SWITCH
OFF ON
2 2 OFF WINDSHIELD
OFF WASHER SWITCH
1 1 INT
INT
HEADLIGHT INT
RELAY
RELAY
HEADLIGHT
CLEANER RELAY
HEADLIGHT
TNS HU ON
HL
OFF
OFF
HEADLIGHT HEADLIGHT
WINDSHIELD CLEANER MOTOR
SWITCH
WASHER MOTOR
HEADLIGHT
CHU0919S108
End Of Sie
09–19–6
WIPER/WASHER SYSTEM
HEADLIGHT CLEANER SYSTEM OPERATION
CHU091901052S08
Auto-operation
• If the windshield washer switch is turned on when the ignition and headlight switches are at the ON position,
the headlight cleaner motor operates.
• The headlight cleaner operates only one time for every five times the windshield washer switch is operated.
• If manual operation occurs within two to five times of the windshield washer switch being operated, the number
count is reset. Also, if the headlight switch is turned to the OFF and then to the ON position, the count is reset
when the windshield washer switch is turned on.
Manual Operation
• If the windshield washer switch is turned on two consecutive times when the ignition and headlight switches are
at the ON position, the headlight cleaner motor operates.
B+ IG2
WINDSHIELD WIPER AND

WASHER SWITCH
OFF ON
2 2 OFF WINDSHIELD
OFF WASHER SWITCH
1 1 INT
INT
HEADLIGHT INT
RELAY
RELAY
HEADLIGHT
CLEANER RELAY
09–19
HEADLIGHT
TNS HU ON
HL
OFF
OFF
HEADLIGHT HEADLIGHT
WINDSHIELD CLEANER MOTOR
SWITCH
WASHER MOTOR
HEADLIGHT
CHU0919S110
ON
IGNITION
OFF
HEADLIGHT ON
SWITCH OFF
DOUBLE DOUBLE RESET
CLICK CLICK
(RESET) 1ST (RESET) 2ND—5TH 1ST 2ND 1ST
WINDSHIELD ON
WASHER SWITCH OFF
t1 t1
ON
HEADLIGHT
CLEANER OFF
RELAY t1 : 1 S OR LESS
CHU0919S109
End Of Sie
09–19–7
WIPER/WASHER SYSTEM
HEADLIGHT CLEANER ACTUATOR OPERATION
CHU091901052S09
• The headlight cleaner nozzle is held retracted by a spring within the headlight cleaner actuator.
• When fluid pressure rises due to the operation of the headlight cleaner motor, the piston in the headlight
cleaner actuator is pushed, causing the nozzle to pop out of the front bumper and spray washer fluid.
HEADLIGHT HEADLIGHT HEADLIGHT
CLEANER NOZZLE
HEADLIGHT
CLEANER NOZZLE
FLUID
PRESSURE
HEADLIGHT HEADLIGHT
FRONT BUMPER FRONT BUMPER
CLEANER ACTUATOR CLEANER ACTUATOR
CHU0919S112
End Of Sie
09–19–8
ENTERTAINMENT
09–20 ENTERTAINMENT
ENTERTAINMENT OUTLINE . . . . . . . . . 09–20–2 CAR-NAVIGATION SYSTEM
AUDIO SYSTEM STRUCTURAL SPECIFICATIONS . . . . . . . . . . . . . . . . . 09–20–16
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–20–2 Car-navigation Unit . . . . . . . . . . . . . . . . 09–20–16
AUDIO SYSTEM BLOCK DIAGRAM . . . 09–20–3 LCD Unit . . . . . . . . . . . . . . . . . . . . . . . . 09–20–16
AUDIO SYSTEM SPECIFICATIONS. . . . 09–20–4 Speaker . . . . . . . . . . . . . . . . . . . . . . . . . 09–20–16
Audio Unit . . . . . . . . . . . . . . . . . . . . . . 09–20–4 COMPONENT PART AND
Speaker . . . . . . . . . . . . . . . . . . . . . . . . 09–20–4 FUNCTION . . . . . . . . . . . . . . . . . . . . . . . 09–20–17
CENTER PANEL MODULE OUTLINE . . 09–20–4 CAR-NAVIGATION UNIT OUTLINE. . . . . 09–20–17
CENTER PANEL MODULE CAR-NAVIGATION UNIT
Structural View. . . . . . . . . . . . . . . . . . . 09–20–4 Structure . . . . . . . . . . . . . . . . . . . . . . . . 09–20–17
Terminal Layout and Signal . . . . . . . . . 09–20–5 Terminal Layout and Signals. . . . . . . . . 09–20–18
Switch/Button Location . . . . . . . . . . . . 09–20–6 GYRO SENSOR FUNCTION . . . . . . . . . . 09–20–19
AUDIO UNIT CONSTRUCTION/ GYRO SENSOR CONSTRUCTION/
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–20–7 OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–20–19
Terminal Layout and Signal . . . . . . . . . 09–20–7 AUTONOMOUS NAVIGATION
Base Unit . . . . . . . . . . . . . . . . . . . . . . . 09–20–7 OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–20–20
Auto Level Control (ALC) . . . . . . . . . . . 09–20–8 GPS (GLOBAL POSITIONING SYSTEM)
AudioPilot (BOSE specification NAVIGATION OUTLINE . . . . . . . . . . . . . 09–20–20
vehicle). . . . . . . . . . . . . . . . . . . . . . . . 09–20–9 GPS (GLOBAL POSITIONING SYSTEM)
ON-BOARD DIAGNOSTIC SYSTEM NAVIGATION OPERATION . . . . . . . . . . 09–20–21
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–20–9 Principles of Measurement . . . . . . . . . . 09–20–21
ON-BOARD DIAGNOSTIC SYSTEM MAP MATCHING OUTLINE . . . . . . . . . . . 09–20–22
FUNCTION . . . . . . . . . . . . . . . . . . . . . . 09–20–9 MAP MATCHING OPERATION . . . . . . . . 09–20–22
Self-diagnostic Function. . . . . . . . . . . . 09–20–9 Map Matching Remarks . . . . . . . . . . . . 09–20–22
Diagnostic Assist Function. . . . . . . . . . 09–20–11 LCD UNIT OUTLINE. . . . . . . . . . . . . . . . . 09–20–26
09–20
AUDIO AMPLIFIER CONSTRUCTION . . 09–20–12 LCD UNIT CONSTRUCTION . . . . . . . . . . 09–20–26
Main Amplifier . . . . . . . . . . . . . . . . . . . 09–20–12 Structural View . . . . . . . . . . . . . . . . . . . 09–20–26
Front Door Speaker Amplifier . . . . . . . 09–20–13 Terminal Layout and Signal . . . . . . . . . 09–20–27
FRONT DOOR SPEAKER CAR-NAVIGATION CONTROL SWITCH
CONSTRUCTION . . . . . . . . . . . . . . . . . 09–20–13 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–20–28
REAR SPEAKER CONSTRUCTION. . . . 09–20–13 CAR-NAVIGATION CONTROL SWITCH
CENTER SPEAKER CONSTRUCTION CONSTRUCTION/OPERATION . . . . . . . 09–20–28
(BOSE SPECIFICATION VEHICLE) . . . 09–20–13 Construction . . . . . . . . . . . . . . . . . . . . . 09–20–28
TWEETER CONSTRUCTION . . . . . . . . . 09–20–13 Operation . . . . . . . . . . . . . . . . . . . . . . . 09–20–28
ANTENNA CONSTRUCTION . . . . . . . . . 09–20–14 NAVIGATION FUNCTION . . . . . . . . . . . . 09–20–29
Glass Antenna . . . . . . . . . . . . . . . . . . . 09–20–14 Outline . . . . . . . . . . . . . . . . . . . . . . . . . . 09–20–29
AUDIO CONTROL SWITCH Block Diagram. . . . . . . . . . . . . . . . . . . . 09–20–29
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–20–14 Map Screen Selection . . . . . . . . . . . . . . 09–20–29
AUDIO CONTROL SWITCH Pop-up Menu. . . . . . . . . . . . . . . . . . . . . 09–20–31
CONSTRUCTION/OPERATION . . . . . . 09–20–14 Destination Setting Function . . . . . . . . . 09–20–32
Construction. . . . . . . . . . . . . . . . . . . . . 09–20–14 Route Search Function . . . . . . . . . . . . . 09–20–34
Operation . . . . . . . . . . . . . . . . . . . . . . . 09–20–14 Setup Function . . . . . . . . . . . . . . . . . . . 09–20–34
CAR-NAVIGATION SYSTEM OUTLINE . 09–20–14 Guidance Function . . . . . . . . . . . . . . . . 09–20–36
CAR-NAVIGATION SYSTEM Intersection Distance Display . . . . . . . . 09–20–39
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–20–15 Operation While Driving Display
CAR-NAVIGATION SYSTEM BLOCK Function . . . . . . . . . . . . . . . . . . . . . . . 09–20–40
DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . 09–20–16
End of Toc
09–20–1
ENTERTAINMENT
ENTERTAINMENT OUTLINE
CHU092001066S01
• The center panel module installed with the audio unit and the audio switch, A/C switch, hazard warning switch
and rear window defroster switch built into the center panel has been adopted.
• The audio unit consists of the following parts:
— Base unit, which has AM/FM tuner and control function for each module
— Upper module (CD player or CD changer)
— Lower module (cassette deck or MD player)
— Cover
• Upper module (CD player or CD changer) and lower module (cassette deck or MD player) are options.
• Module availability depends on vehicle grade.
• An audio control switch is equipped on the steering wheel for audio operation.
• The glass antenna has been adopted.
• The following speakers have been adopted for standard specification vehicles (6 speakers):
— Front door speaker (2)
— Rear speaker (2)
— Front tweeter (2)
• The following speakers have been adopted for BOSE specification vehicles (9 speakers):
— Front door speaker (2)
— Rear speaker (2)
— Front tweeter (2)
— Rear tweeter (2)
— Center speaker (1)
• The auto level control (ALC) function has been adopted. (Standard specification vehicle)
• The noise-response sound compensation system (AudioPilot*) has been adopted. (BOSE specification
vehicle)
• A noise filter has been installed on the brake light, and rear window defroster circuit, and a condenser has been
installed on the high-mount brake light and trunk compartment light circuit for improved noise reduction.
• All information related to the audio system appears on the information display’s LCD.
* : “AudioPilot” is a registered trademark of Bose Corporation.
End Of Sie
AUDIO SYSTEM STRUCTURAL VIEW
CHU092001066S02
CENTER PANEL MAIN NOISE FILTER

AUDIO
MODULE AMPLIFIER (REAR
CONTROL
(BOSE) DEFROSTER)
SWITCH CENTER
SPEAKER
GLASS ANTENNA
REAR TWEETER
FRONT TWEETER
REAR
NOISE FILTER SPEAKER
(STOP LIGHT)
FRONT DOOR
SPEAKER
FRONT DOOR
SPEAKER
AUDIOPILOT
AMPLIFIER
MICROPHONE
(BOSE)
(BOSE)
CONDENSER
CHU0920N001
End Of Sie
09–20–2
ENTERTAINMENT
AUDIO SYSTEM BLOCK DIAGRAM
CHU092001066S03
BOSE Specification Vehicles
AUDIO FRONT DOOR

INFORMATION ANTENNA
UNIT SPEAKER AMPLIFIER
DISPLAY
CENTER PANEL
FRONT TWEETER
MODULE
(RIGHT)
(BUILT-IN
AUDIO UNIT) AUDIO
CONTROL FRONT DOOR
CIRCUIT SPEAKER (RIGHT)
CENTER
SPEAKER
FRONT DOOR
MAIN
AUDIO BASE UNIT SPEAKER (LEFT)
AMPLIFIER
CONTROL FRONT TWEETER
SWITCH (LEFT)
REAR TWEETER
TNS SIGNAL
(RIGHT)
VEHICLE REAR SPEAKER
SPEED (RIGHT)
SIGNAL
REAR SPEAKER
UPPER LOWER (LEFT)
MODULE MODULE
REAR TWEETER
(LEFT)
AUDIOPILOT
MICROPHONE 09–20
CHU0920S002
Standard specification Vehicles
INFORMATION ANTENNA AUDIO

DISPLAY UNIT
CENTER PANEL
FRONT TWEETER
MODULE
(RIGHT)
(BUILT-IN
AUDIO UNIT) AUDIO
CONTROL FRONT DOOR
CIRCUIT SPEAKER (RIGHT)
FRONT DOOR
SPEAKER (LEFT)
FRONT TWEETER
(LEFT)
AUDIO BASE UNIT
CONTROL REAR SPEAKER
SWITCH (RIGHT)
REAR SPEAKER
TNS SIGNAL (LEFT)
VEHICLE
SPEED
SIGNAL
UPPER LOWER
MODULE MODULE
CHU0920S129
End Of Sie
09–20–3
ENTERTAINMENT
AUDIO SYSTEM SPECIFICATIONS
CHU092001066S04
Audio Unit
Specification
Item
BOSE Standard
Rated voltage (V) 12
Frequency AM (kHz) 530—1620
band FM (MHz) 87.5—108.0
External type audio amplifier
• Main amplifier
Audio amplifier maximum — 25×3
(W) 25×4
output power — 12.75×2
• Front door speaker amplifier
— 100×1
Output impedance (ohm) 2 4
Speaker
Specification
Front door speaker Rear speaker Tweeter
Item Center
Front
Standard BOSE Standard BOSE Rear speaker
Standard BOSE
Maximum input (W) 25 100 25 37.5 25 12.5 12.5 37.5
Impedance (ohm) 4 0.5 4 2 4 2
Size (in) 5.5×7.5 9 6×9 1 2 2 80 mm
End Of Sie
CENTER PANEL MODULE OUTLINE
CHU092066900S01
• The center panel module is composed of the installed audio unit with the audio switch, A/C switch, hazard
warning switch, and rear defroster switch built into the center panel.
End Of Sie
CENTER PANEL MODULE CONSTRUCTION
CHU092066900S02
Structural View
COVER (WITHOUT UPPER MODULE)
UPPER MODULE
COVER CIRCUIT BOARD

(WITHOUT
UPEER MODULE)
CENTER PANEL
COVER
(WITH UPPER
MODULE)
BASE UNIT
LOWER
MODULE
COVER
(WITHOUT COVER
LOWER MODULE) (WITH LOWER
MODULE)
CHU0920S003
09–20–4
ENTERTAINMENT
Terminal Layout and Signal
Audio unit
Terminal Signal
1A Left front speaker (+)
1B B+ (Power back up)
1C Left front speaker (–)
1D Right front speaker (+)
1E TNS (+)
1F Right front speaker (–)
1G Illumination (–)
1H AudioPilot control
1I Vehicle speed signal
1J AMP. control
1K UART 1 (car-navigation signal 1)
1L TEL. mute
1M UART 2 (car-navigation signal 2)
1N Audio control switch 1
1O —
1P Audio control switch 2
1Q —
1R ACC
1S Left rear speaker (+)
1T Ground
1U Left rear speaker (–)
1V Right rear speaker (+) 09–20
1W Power ground
1X Right rear speaker (–)
2A Power ground
2B System mute
2C Right input (+)
2D Right input (–)
2E Left input (+)
2F Left input (–)
2G Signal ground
2H —
2I —
2J —
2K BUS (–)
2L BUS (+)
2M —
2N —
2O ACC
2P B+
3A —
3B —
3C —
3D Hazard warning switch
3E Hazard warning ground
3K 3I 3G 3E 3C 3A
3F Dimmer cancel signal
3L 3J 3H 3F 3D 3B 3G IG2
3H —
3I A/C signal 1
3J A/C signal 2
3K A/C signal GND
3L —
09–20–5
ENTERTAINMENT
Information display harness
Terminal Signal
A LCD DRV (8 V)
B ACC (5 V)
C LCD CONT. RC
D LCD CONT. AC
E LCD CONT. CS
F LCD CONT. SCL
G LCD CONT. DATA
H —
I LCD CONT. INH
J Digital ground
K TNS (8V)
L Power ground
M —
N —
O —
P —
Switch/Button Location
2 3 4 5 6 7 8 9
10 11
12 21
14 15 16 17 18 19 20
13 22
23 24
26
25 25 25 27 25
28
BHJ0920N004
No. Switch/button Related system No. Switch/button Related system

1 Hazard warning switch Hazard warning 9 Information
AMB button
system display
2 SET button Information 10 LOAD button Audio system
display 11 EJECT button Audio system
3 CLK button Information 12 SEEK UP button Audio system
display 13 SEEK DOWN button Audio system
4 FM1/2 button Audio system 14 Preset button “1” Audio system
5 AM button Audio system 15 Preset button “2” Audio system
6 CD button Audio system 16 Preset button “3” Audio system
7 TAPE/MD button Audio system 17 POWER/VOLUME button Audio system
8 Information 18 Preset button “4” Audio system
DISP button
display
19 Preset button “5” Audio system
09–20–6
ENTERTAINMENT
No. Switch/button Related system No. Switch/button Related system
20 Preset button “6” Audio system 26 A/C switch Air conditioner
21 SCAN (upper) button Audio system system
22 SCAN (lower) button Audio system 27 Rear window defroster switch Rear window
defroster system
23 TUNE AUTO-M button Audio system
28 REC/FRESH switch Air conditioner
24 TEXT AUDIO CONT button Audio system system
25 Climate control unit Air conditioner
(See 07–40–6 CLIMATE system
CONTROL UNIT
CONSTRUCTION)
End Of Sie
AUDIO UNIT CONSTRUCTION/OPERATION
CHU092066900S03
• The audio unit is composed of the base unit,
upper module, and lower module.
UPPER MODULE
• Upper and lower module availability depends on
(CD PLAYER OR CD CHANGER)
vehicle grade.
COVER
(WITHOUT
UPPER MODULE)
BASE
UNIT
09–20
LOWER MODULE
(CASSETTE DECK OR
MD PLAYER)
A6A8124T005

• (See 09–20–4 CENTER PANEL MODULE CONSTRUCTION.)
Base Unit
• The base unit controls the AM/FM tuner and
upper/lower modules. BASE UNIT
• An auto level control (ALC) function that controls
speaker volume according to vehicle speed has
been adopted.
A6A8124T006
09–20–7
ENTERTAINMENT
Auto Level Control (ALC)
Function
• Adjusts the audio volume so that the sound is balanced against wind and road noise while driving.
Operation
• The audio unit changes the volume automatically based on the vehicle speed signal sent from the ABS HU/CM
(with ABS) or DSC HU/CM (with DSC).
HIGHER VEHICLE SPEED
AUDIO UNIT(BASE UNIT)
SPEAKER
VEHICLE SPEED ALC POWER HIGHER

SIGNAL CIRCUIT AMPLIFIER VOLUME
LOWER VEHICLE SPEED

AUDIO UNIT(BASE UNIT)
SPEAKER
VEHICLE SPEED ALC POWER NORMAL
SIGNAL CIRCUIT AMPLIFIER VOLUME
A6A8124T007
• The ALC function is divided into four modes, and can be used effectively to match the driving conditions.
Mode Condition
ALC function cancel
Outside road noise low
Outside road noise rather high
Outside road noise high
09–20–8
ENTERTAINMENT
AudioPilot (BOSE specification vehicle)
Function
• Measures the driving noise level inside the vehicle with a specialized microphone, and the main amplifier
modifies the volume accordingly. Due to this, passengers can enjoy music with constant sufficient volume.
Construction/Operation
• A microphone is installed on the lower panel.
• The main amplifier separates the sound inside the vehicle, measured with a microphone, into music and noise,
and compares the noise and music levels at each frequency. Then, volume compensation is performed for
frequency bands where the noise is determined to interfere with the music.
MAIN AMPLIFIER
MICROPHONE
NOISE ANALYSIS
MUSIC
COMPENSATION OUTPUT TO SPEAKERS
FREQUENCY BAND REQUIRING COMPENSATION
VOLUME COMPENSATED
MUSIC VOLUME COMPENSATED
VOLUME
(SET VOLUME) VOLUME
MUSIC
09–20
A NOISE
NOISE
TIME LOW HIGH FREQUENCY
NOISE INTERFERENCE AREA FREQUENCY FREQUENCY
SEC. A—A
(COMPENSATION AT EACH FREQUENCY)
CHU0920S004
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM OUTLINE
CHU092066900S04
• The on-board diagnostic system has a self-diagnostic function and diagnostic assist function to help
technicians locate malfunctions.
End Of Sie
ON-BOARD DIAGNOSTIC SYSTEM FUNCTION
CHU092066900S05
Malfunction detection function
• The malfunction detection section detects malfunctions occurring in the system.
Memory function
• The memory function detects a malfunction, changes it to a DTC, and stores it in the memory. The memory can
store a maximum of three DTCs. If another malfunction is detected when three DTCs are already stored, the
memory function clears the oldest DTC and stores the new one.
• Once a DTC is stored, it can only be cleared by the designated procedure; not by turning the ignition switch to
the LOCK position or disconnecting the negative battery cable. The procedure is mentioned in the Service
Section.
09–20–9
ENTERTAINMENT
Display function
• When the self-diagnostic function is activated, the information display displays the DTC stored in the memory.
• The DTC consists of the following codes and numbers:
— Supplier code (indicates manufacturer)
— Part number (indicates malfunctioning part)
— Error code (indicates malfunction description)
• Refer to the Service Section for the display method.
Supplier code Supplier name
1 FMS Audio
SUPPLIER CODE ERROR CODE
2 Panasonic
3 Clarion
Parts number Parts name

00 Cassette deck (lower module)
03 CD player (upper module) PART NUMBER
06 CD changer (upper module)
07 MD player (lower module)
CHU0920S005
09 Base unit
Error code Malfunction description

01 Internal mechanism error
02 Servo mechanism error
03 Mechanism stuck
07 Disc reading error
08 Blank media
10 BUS line (communication line) error
20 Insufficient power supply
22 Tuner error
Screen display
Malfunction location
DTC Output signal
09:Er22 — Base unit (peripheral circuit)
09:Er20 — Power supply circuit of base unit
00:Er10 — Cassette deck—base unit communication line
03:Er10 — CD player—base unit communication line
06:Er10 — CD changer (upper module)—base unit communication line
07:Er10 — MD player—base unit communication line
03:Er01 — CD player
03:Er02 CHECK CD CD player
03:Er07 CHECK CD CD player
00:Er01 — Cassette deck
00:Er03 — Cassette deck
00:Er04 CHECK TAPE Cassette tape
06:Er01 — CD changer (upper module)
06:Er02 CHECK CD CD changer (upper module)
06:Er07 CHECK CD CD changer (upper module)
07:Er01 — MD player
07:Er02 CHECK MD MD player
07:Er07 CHECK MD MD player
07:Er08 CHECK MD MD
10:Er01 — CD player MP3 operation
10:Er02 CHECK CD CD player MP3 operation
no Err — No stored DTCs
09–20–10
ENTERTAINMENT
Diagnostic Assist Function
• The diagnostic assist function displays the operating condition of the following functions (components) and
forces them to operate in order to examine whether they are malfunctioning or not.
• For the start procedure of each mode, refer to the Service Section.
LCD
• The diagnostic assist function illuminates all
characters in the LCD of information display to
check for truncated or faint characters.
BHJ0920N005
Switch
• The diagnostic assist function sounds the buzzer
when the switches are pressed to check the
switches.
09–20
BHJ0920N006
Speaker
• The diagnostic assist function outputs sound to the speakers in the following order to determine condition of the
speakers and wiring harness between the base unit and each speaker.
1. Left front door speaker and tweeter
2. Right front door speaker and tweeter
3. Right rear door speaker and woofer
4. Left rear door speaker and woofer
Radio
• The diagnostic assist function displays the radio
reception condition in 10 levels (0-9) to assist in
determining the condition of the antenna, antenna
feeders, and base unit (tuner).
A6E8124T011
09–20–11
ENTERTAINMENT
Audio amplifier (external)
• The diagnostic assist function displays the output
state of the audio amplifier operating signal to AUDIO AMPLIFIER OPERATING SIGNAL IS OUTPUT
determine condition of the audio amplifier, base
unit, and wiring harness between the base unit
and audio amplifier.
End Of Sie
AUDIO AMPLIFIER OPERATING SIGNAL IS NOT OUTPUT
A6A8124T009
AUDIO AMPLIFIER CONSTRUCTION

CHU092066910S01
Main Amplifier
• Located in the rear package tray.
• A digital amplifier has been adopted.
• Converts music signals (analog voltage waves) output from an audio unit, into digital pulse signals, and then
amplifies and outputs them.

Main amplifier
Signal
Terminal
24-pin connector
1A —
1B AudioPilot control
1C —
1D AMP. mute
1E Microphone (+)
1F Right rear speaker input (–)
1G Microphone (–)
1H Right rear speaker input (+)
1I Left rear speaker output (+)
1J Left rear speaker input (–)
1K Left rear speaker output (–)
1L Left rear speaker input (+)
1W 1U 1S 1Q 1O 1M 1K 1I 1G 1E 1C 1A
1M Right rear speaker output (+)
1X 1V 1T 1R 1P 1N 1L 1J 1H 1F 1D 1B
1N Right front speaker input (–)
1O Right rear speaker output (–)
1P Right front speaker input (+)
1Q Left front speaker input (+)
1R Left front speaker input (–)
1S Left front speaker output (–)
1T Left front speaker input (+)
1U Left front speaker output (–)
1V —
1W —
1X —
09–20–12
ENTERTAINMENT
Signal
Terminal
8-pin connector
2A B+
2B Power GND
2C Center speaker output (–)
2G 2E 2C 2A 2D Center speaker output (+)
2H 2F 2D 2B 2E —
2F —
2G —
2H —
Front Door Speaker Amplifier

• Located in the front door trim.
• A digital amplifier (switching amplifier) has been adopted.
• On/off digital signals are amplified and output, allowing power conservation and lower heat generation. Due to
this, a radiating plate (heat sink) is not required, and downsizing of the amplifier has been achieved.

Front door speaker amplifier
Signal
Terminal
12-pin connector
1A Front speaker input (+)
1B Front speaker input (–)
1C —
1D —
1E — 09–20
1F —
1K 1I 1G 1E 1C 1A
1L 1J 1H 1F 1D 1B 1G —
1H —
1I —
1J AMP. mute
1K B+
1L GND
Signal
Terminal
2-pin connector
2A B+
2B 2A
2B Power GND
End Of Sie
FRONT DOOR SPEAKER CONSTRUCTION
CHU092066961S01
• Located in the font door trim.
• BOSE-manufactured speakers have been adopted for BOSE specification vehicles (all speakers).
End Of Sie
REAR SPEAKER CONSTRUCTION
CHU092066961S02
• Located in the rear package tray.
• BOSE-manufactured speakers have been adopted for BOSE specification vehicles (all speakers).
End Of Sie
CENTER SPEAKER CONSTRUCTION (BOSE SPECIFICATION VEHICLE)
CHU092066961S03
• Located at the center of the dashboard.
End Of Sie
TWEETER CONSTRUCTION
CHU092066966S01
• Tweeters (speaker for high sound) are installed in the front door inner garnishes (right and left), and rear
package tray (BOSE specification vehicle), providing wide-range sound.
End Of Sie
09–20–13
ENTERTAINMENT
ANTENNA CONSTRUCTION
CHU092066939S01
Glass Antenna
• A glass antenna with high noise resistance has been adopted inside the rear window glass.
End Of Sie
AUDIO CONTROL SWITCH OUTLINE
CHU092000148S01
• A steering wheel remote control for the audio system, with simplified design for easy operation, has been
adopted.
End Of Sie
AUDIO CONTROL SWITCH CONSTRUCTION/OPERATION
CHU092000148S02
Construction
• The audio control switch is located on the steering
wheel.
AUDIO CONTROL
SWITCH
CHU0920S006
Operation
4
1
5
2
6
CHU0920S007
Button Button
No. Function No. Function
(component) (component)
1 Volume button (+) Volume up 5 Mode button Select the audio mode
2 Volume button (-) Volume down (AM→FM1→FM2→Cassette
tape/MD→CD/CD changer)
3 AUTO scan button Select the radio station
6 Mute button Mute
AUTO track button Track change
4 Preset button Select the preset button
End Of Sie
CAR-NAVIGATION SYSTEM OUTLINE
CHU092066000S01
• A 7 inch wide, pop-up LCD (*TFT) has been adopted to improve marketability.
• A hybrid in car-navigation system and map-matching function has been adopted to improve accuracy of
detection of the vehicle’s position.
• A remote control with an infrared transmitter has been adopted to improve operational ability.
• The languages and voices available for use with the car-navigation unit include English and French. However,
the language used in this manual is in English only.
*
TFT: Thin Film Transistor
End Of Sie
09–20–14
ENTERTAINMENT
CAR-NAVIGATION SYSTEM STRUCTURAL VIEW
CHU092066000S02
CAR-NAVIGATION UNIT
LCD UNIT AUDIO UNIT
GPS ANTENNA
FRONT TWEETER
MAIN AMPLIFIER (BOSE)
FRONT DOOR
SPEAKER
FRONT DOOR
SPEAKER
AMPLIFIER
(BOSE) CAR-NAVIGATION
CONTROL SWITCH
BACK-UP LIGHT SWITCH (MT)
09–20
TR SWITCH (AT)
DSC HU/CM (WITH DSC) OR

ABS HU/CM (WITH ABS)
CHU0920S100
End Of Sie
09–20–15
ENTERTAINMENT
CAR-NAVIGATION SYSTEM BLOCK DIAGRAM
CHU092066000S03
CAR-NAVIGATION UNIT
VEHICLE
ABS HU/CM (WITH ABS) OR SPEED SIGNAL
DSC HU/CM (WITH DSC)
R-RANGE
TR SWITCH (AT) OR SIGNAL
BACK-UP LIGHT SWITCH (MT) GPS ANTENNA
GPS
PARKING BRAKE SWITCH RECEIVER
PARKING
BRAKE
CPU GYRO
SIGNAL
SENSOR
LCD UNIT
LCD
DVD DRIVER
TILT SWITCH
CPU
CAR-NAVIGATION OPEN/CLOSE
CONTROL SWITCH SWITCH
FRONT
TWEETER
(DRIVER SIDE)
FRONT DOOR
SPEAKER
AUDIO UNIT (DRIVER SIDE)
CHU0920S101
End Of Sie
CAR-NAVIGATION SYSTEM SPECIFICATIONS
CHU092066000S04
Car-navigation Unit
Item Specification
Unit type Stand alone
ROM type DVD-ROM
Voice guidance output power (W) 5
LCD Unit
Item Specification
Unit type Pop-up
Size (inch) 7 (wide)
Display (for car-navigation system)
Type TFT (Thin Film Transistor); Full-color
Display (for audio, and A/C) Type LCD; Amber-color
Speaker
• Refer to audio system. (See 09–20–4 AUDIO SYSTEM SPECIFICATIONS.)
End Of Sie
09–20–16
ENTERTAINMENT
COMPONENT PART AND FUNCTION
CHU092066000S05
Item Function
Car-navigation unit • Reads the data (map, voice and other) from the DVD-ROM.
• Calculates and displays the vehicle’s position from various signals.
• Calculates the route to the destination.
• Navigates the driver to the destination using the map screen and/or the voice.
Note
• DVD audio and video are not supported by this system.
• This unit does not support all Video CD and CD formats.
LCD unit • Displays the screen (menus, maps and other screens) by remote control
operation.
GPS antenna • Receives GPS signal from satellites.
Gyro sensor (inside of the car- • Sends yaw-rate signal to the CPU in the car-navigation unit.
navigation unit)
TR switch (AT) or back-up light switch • Sends R-range or reverse signal to the car-navigation unit.
(MT)
DSC unit (with DSC) or ABS HU/CM • Sends vehicle speed signal to the car-navigation unit by CAN system.
(with ABS)
Front speaker and tweeter (driver side) • Outputs voice and audio sound.
DVD-ROM (inside of the car-navigation • Map information data of each country is recorded.
unit) • Voice data used to guide the route is recorded.
• Route information data to search for the route is recorded.
Car-navigation control switch • Changes display screens, settings etc., by button operation.
End Of Sie
CAR-NAVIGATION UNIT OUTLINE
CHU092066902S01 09–20
• Using exterior signal input and DVD-ROM information, this unit detects vehicle position, provides destination
route guidance, and displays color maps.
End Of Sie
CAR-NAVIGATION UNIT CONSTRUCTION
CHU092066902S02
Structure
• The car-navigation unit is located in the console.
• An Eject button, to eject the DVD-ROM from the loading slot, is included in the unit.
• A gyro sensor which detects vehicle cornering angle is built into the unit.
DVD-ROM LOADING
SLOT
DVD-ROM EJECT BUTTON
CHU0920S102
09–20–17
ENTERTAINMENT
Terminal Layout and Signals
Signals
Terminal
16-pin connector
1A GND
1B B+
1C –
1D ACC
1E PR front speaker input (-)
1F Illumination (-)
1G PR front speaker input (+)
1H Vehicle speed signal
1O 1M 1K 1I 1G 1E 1C 1A
1P 1N 1L 1J 1H 1F 1D 1B 1I PR front speaker output (-)
1J Parking brake signal
1K PR front speaker output (+)
1L R-range signal
1M Front speaker output (-)
1N Front speaker output (+)
1O Front speaker input (-)
1P Front speaker input (+)
Signals
Terminal
24-pin connector
2A –
2B –
2C –
2D –
2E –
2F –
2G –
2H –
2I –
2J –
2K –
2L –
2W 2U 2S 2Q 2O 2M 2K 2I 2G 2E 2C 2A
2X 2V 2T 2R 2P 2N 2L 2J 2H 2F 2D 2B
2M –
2N Monitor serial input
2O Shield GND
2P Monitor serial output
2Q Shield GND
2R Video (composite sync)
2S –
2T Video (B)
2U Video GND
2V Video (G)
2W –
2X Video (R)
09–20–18
ENTERTAINMENT
Signals
Terminal
8-pin connector (for extended function)
3A –
3G 3E 3C 3A 3B Serial output
3C –
3D Serial input
3E Power
3F Reset
3H 3F 3D 3B 3G B+
3H GND
Signal
Terminal
1-pin connector
4A 4A GPS antenna input
End Of Sie
GYRO SENSOR FUNCTION
CHU092066902S03
• The gyro sensor is located in the navigation unit. The sensor converts yaw rate, which is one of the inputs used
in calculating the vehicle’s direction of travel from the vehicle’s cornering angle, into electrical signals. It then
sends these signals to the navigation unit.
End Of Sie
GYRO SENSOR CONSTRUCTION/OPERATION
CHU092066902S04
• A piezoelectric type (utilizes the piezoelectric effect) gyro sensor is used. It is composed of three piezoelectric 09–20
transducers, a drive transducer and two pick-ups, used to drive and sense the vibrations of the triangular pillar.
Both parts are installed on each surface of the triangle pillar. Piezoelectric transducer can either be distorted by
electrical voltage, or can create electrical voltage by being distorted. The gyro sensor uses both characteristics
of the piezoelectric material.
TRIANGULAR PILLAR
PICK-UP (LEFT) PICK-UP (RIGHT)

PICK-UP (LEFT) PICK-UP (RIGHT)
DRIVE TRANSDUCER
DRIVE TRANSDUCER
CHU0920S107
• One face of the triangular pillar functions as the driving side, the others function as pick-up sides. Electrically
induced vibration of the drive transducer causes the pick-up sides to vibrate, and the pick-up sides produce an
electrical current.
09–20–19
ENTERTAINMENT
• The pick-up sides are distorted by Coriolis force *, which happens as a result of the turning arc and its effect on
the center axis of the sensor pillar. Two piezoelectric pick-up sides convert the distortion amount into two
electrical signals to indicate the exact yaw ratio.
PICK-UP (LEFT) PICK-UP (RIGHT) PICK-UP (LEFT) PICK-UP (RIGHT)
OUTPUT VOLTAGE OUTPUT VOLTAGE OUTPUT VOLTAGE

OUTPUT VOLTAGE
(LEFT) (RIGHT) (LEFT)
(RIGHT)
DRIVE TRANSDUCER DRIVE TRANSDUCER
STRAIGHT AHEAD
STRAIGHT AHEAD TRAVEL
TRAVEL
INPUT VOLTAGE INPUT VOLTAGE RIGHT TURN
TRAVEL
CHU0920S108
*
Coriolis force:If turning velocity is added to an already-moving object, force is produced at a right angle to the
object's path of travel.
INTENDED DIRECTION OF OBJECT
CENTER AXIS MOVING OBJECT CENTER AXIS
MOVING
OBJECT
TURNING TURNING
DIRECTION DIRECTION
OBJECT'S ACTUAL DIRECTION OF ADVANCE CORIOLIS FORCE

CHU0920S109
End Of Sie
AUTONOMOUS NAVIGATION OPERATION
CHU092066902S05
• The navigation unit detects the position of the vehicle from a cumulative calculation of the vehicle's direction
and travelled distance based on the processing of direction data obtained from the gyro sensor and vehicle
speed signals obtained from the speedometer sensor (built into microcomputer inside instrument cluster).
• Even when GPS satellite reception is not available, accurate detection of vehicle's position is still possible.
• Signals from GPS satellites are used partially for detecting direction data.
End Of Sie
GPS (GLOBAL POSITIONING SYSTEM) NAVIGATION OUTLINE
CHU092066902S06
• GPS is a navigation system developed by the U.S. Department of Defence. The system has GPS satellites
orbiting the earth at an altitude of approximately 21,000 km {13,000 miles}.
• There are at least five satellites over any point 24 hours a day.
• The navigation unit receives radio signals from these satellites and determines a vehicle's position.
End Of Sie
09–20–20
ENTERTAINMENT
GPS (GLOBAL POSITIONING SYSTEM) NAVIGATION OPERATION
CHU092066902S07
Principles of Measurement
• A vehicle's present position is defined as X0, Y0, and Z0, with the center of the earth being the point of
reference. A GPS satellite sends its position (X1, Y1, and Z1) and time T1 when it sends the signal.
Z
POSITION OF THE GPS SATELLITE
POSITION OF THE VEHICLE
(X1, Y1, Z1)
CENTER OF THE EARTH (X0, Y0, Z0)
CHU0920S110
• The difference between time T0 when the GPS antenna receives the signal and time T1 when the GPS satellite
sends the signal is used to estimate distance between the vehicle and the satellite and is represented by the 09–20
following formula:
{C (T0 - T1)}2 = (X1 - X0)2 + (Y1 - Y0)2 + (Z1 - Z0)2 C: the speed of light
• The above formula represents a synchronized navigation unit clock with a GPS satellite clock. However, in fact
there is a difference of time T2 between the GPS satellite and navigation unit clocks. The following formula
represents the relationship of time T2:
{C (T0 - T1 + T2)}2 = (X1 - X0)2 + (Y1 - Y0)2 + (Z1 - Z0)2 C: the speed of light
• Four GPS satellite signals producing four of the above formula are required to compute the vehicle's exact
position (X0, Y0, and Z0).
• The navigation unit computes three positions (latitude, longitude, and altitude) using radio signals from four or
more satellites, called three-dimensional positioning. The more GPS satellite signals received, the more
accurate the three-dimensional positioning is performed. The navigation unit can receive a maximum of eight
satellite signals to compute a vehicle's position.
• If only three satellite signals can be received, the navigation unit uses two positions (latitude and longitude) and
the altitude calculated while in three-dimensional positioning to compute a vehicle's position. This is called two-
dimensional positioning.
Note
• The GPS antenna may be unable to receive GPS satellite signals when a vehicle passes through tunnels,
valleys between tall buildings, or in the mountains.
• Placing an object above the GPS antenna may prevent the navigation unit from taking measurements.
• When GPS measurement conditions are bad, the navigation unit may be unable to compute dimensions
or correct to the proper direction.
• The position measurement error for GPS information can be reduced by reception conditions, the time
band, and by deliberate reduction in satellite accuracy by the United States Department of Defence. Also,
under the following conditions, interference with satellite signals may make it temporally impossible to
receive signals from GPS satellites.
— When receiving monitor channel 56 (UHF)
— When an automobile phone or cellular phone is used near the GPS antenna
• The navigation unit can locate absolute position only when the vehicle is in motion. Therefore, the
navigation unit does not correct position when the vehicle is not moving.
• Because two-dimensional positioning uses the altitude calculated in three-dimensional positioning,
accuracy of positioning may be lowered if the altitude changes.
• There can be as much as a 100-m {328 ft) +/- factor in the position detection system, even using the three-
dimensional positioning, which is highly accurate.
• The position detection system is affected by positions of the GPS satellites which send signals.
09–20–21
ENTERTAINMENT
End Of Sie
MAP MATCHING OUTLINE

CHU092066902S08
• This function compares the route shape the vehicle is travelling to map data using the GPS satellite signals,
and corrects the vehicle's position to the most appropriate road on the map data.
MAP-MATCHED ROUTE
ACTUAL INDICATED
ROUTE
ESTIMATED ROUTE BASED

ON SELF-CONTAINED NAVIGATION
CHU0920S111
End Of Sie
MAP MATCHING OPERATION
CHU092066902S09
Map Matching Remarks
• When using the navigation system for the first time after purchase or for the first time after a long period during
which it was not used, it may take about five to fifteen minutes until the current position is measured.
Also, even during normal use, it may take about two to three minutes for measurement.
• The map matching function proposes route correction on an order of priority other than the currently indicated
route. Therefore, when the navigation unit detects travelling speed or progressive direction errors, it could
mistake the order of priority and fail to correct the route.
• Due to the system operation principles, the map matching function may be unable to determine which route a
vehicle is taking when there are similar roads around the vehicle, and may not correct the vehicle's position
until it can find a particular route.
• While driving on a road that does not exist in the map data or when the actual vehicle's position is far away from
the position indicated by the vehicle locator mark, map matching will not be performed.
• When the route can not be calculated, manually shift the vehicle locator mark to a major road near the
destination and recalculate. Also, in certain map data situations, the distance to the destination calculation may
be different.
• Under the following driving conditions and GPS satellite conditions, the vehicle locator mark may deviate from
the actual position of the vehicle. This does not indicate any breakdown in the system and if driving continues
for a while, the current position will be corrected automatically.
09–20–22
ENTERTAINMENT
Cause (Condition) Driving condition Remarks (Solution etc.)
• At a Y-shaped fork in the road where the
roads separate gradually, the vehicle
locator mark may be displayed on the
wrong road.
• If the vehicle makes continuous, large

turns, for example on a loop structure, the
vehicle locator mark may go off the road
altogether.
• After driving for a long distance in a

straight line or through gentle curves, if the
vehicle turns a corner, the vehicle locator
mark may be displayed on the wrong road. • If the vehicle locator mark
does not return to the correct
position within approx. 10 km
{6.2 mile} of driving, move 09–20
the vehicle’s position
manually.
• On a zigzag road, the vehicle locator mark

may go off the road.
• If the roads form a grid, the vehicle locator

mark may go off the road.
09–20–23
ENTERTAINMENT
• If there are parallel roads nearby, for
example motorways and service roads, the
vehicle locator mark may go off the road.
• If driving in an area where roads are not

available on the map, the vehicle locator
mark may deviate from the correct position
when the vehicle returns to the road. Also,
when you turn or go back and forth
repeatedly, the vehicle locator mark may
not line up correctly with the road.
• If the vehicle rotates on a turntable, the

navigation system may have difficulty
• If the vehicle locator mark
returning the vehicle locator mark to the does not return to the correct
road correctly.
{6.2 mile} of driving, move
manually.
• On slippery roads; for example, snow and

ice-covered roads, wet roads, gravel roads,
the vehicle locator mark may deviate from
the correct road.
• If the vehicle turns on an embankment; for

example, at a parking garage entrance, on
slope or banked roads, the vehicle locator
mark may go off the road.
09–20–24
ENTERTAINMENT
• If driving on a new road not registered in
the map data, the navigation system may
incorrectly match the vehicle’s position
with a nearby road and when the vehicle
returns to a road available in the map data,
the vehicle locator mark may be off the
correct road.
• If the road registered in the map data and

the actual road configuration differ, the
vehicle locator mark may be off the correct
road.
• If the vehicle locator mark
does not return to the correct
{6.2 mile} of driving, move
manually.
• For regions where there is no detailed

map, the navigation system compares
regions where there are detailed maps and
configuration is sometimes not expressed
correctly. Also, because few minor roads
are registered, when the vehicle drives on
a road not available in the map data, the 09–20
vehicle locator mark may go off the correct
road.
• If the vehicle has tire chains, the distance • If the distance remains
travelled is not correctly detected and the incorrect even after driving
vehicle locator mark may go off the correct for a while, execute
road. “Calibration.”
Non-stop continuous driving. • If the vehicle moves a long distance • Stop for a moment and
continuously without stopping, the vehicle correct the vehicle’s position
locator mark may go off the correct road. and movement orientation.
• If the vehicle moves erratically, for example • If the vehicle mark does not
spinning wheels, the vehicle locator mark return to the correct position
may go off the correct road. within approx. 10 km {6.2
mile} of driving, move the
vehicle’s position manually.
09–20–25
ENTERTAINMENT
• In locations such as cities where there are • Input with precision (A) of
a lot of roads, if the setting accuracy is approx. 1 mm {0.039 in} on
poor when the vehicle’s position is moved, the screen with a road
the navigation system may be unable to displayed on the vehicle
find the correct road and accuracy may position movement screen.
drop. (As much as possible,
correct with the detailed map
scale.)
• If the vehicle’s position is moved and the • Correct with the vehicle’s
vehicle direction does not match, the position and movement
accuracy may drop afterwards. direction correction function.
End Of Sie
LCD UNIT OUTLINE
CHU092066901S01
• The car-navigation system LCD unit and the information display are incorporated into one unit. Based on
signals from the car-navigation unit and remote control, the LCD display navigational information. Based on
signals from a specialized systems (audio and A/C) module, the LCD displays information about these
systems.
• The LCD unit senses the user operations from the remote control and sends a signal to the car-navigation unit.
End Of Sie
LCD UNIT CONSTRUCTION
CHU092066901S02
Structural View
• Located at the center of the dashboard.
LCD UNIT
CHU0920S112
09–20–26
ENTERTAINMENT
Signal
Terminal
24-pin connector
1A Video (B)
1B Video (G)
1C Video (composite sync)
1D Video (R)
1E Video GND
1F Video GND
1G Shield GND
1H Video input
1I Monitor serial output 1
1J Shield GND
1K Monitor serial output 2
1L —
1W 1U 1S 1Q 1O 1M 1K 1I 1G 1E 1C 1A
1X 1V 1T 1R 1P 1N 1L 1J 1H 1F 1D 1B
1M Control illumination
1N —
1O ACC
1P GND
1Q B+
1R Parking brake signal
1S Shield GND
1T R-range signal
1U UART 2
1V TNS (+) 09–20
1W UART 1
1X Illumination (-)
Signal
Terminal
6-pin connector
2A B+
2B GND
2C TNS (+)
2F 2E 2D 2C 2B 2A 2D —
2E Remote data
2F Shield GND
End Of Sie
09–20–27
ENTERTAINMENT
CAR-NAVIGATION CONTROL SWITCH OUTLINE
CHU092066921S01
• A remote control for the car-navigation system, with simplified design for easy operation, has been adopted.
End Of Sie
CAR-NAVIGATION CONTROL SWITCH CONSTRUCTION/OPERATION
CHU092066921S02
Construction
• The car-navigation control switch is located on the console.
CAR-NAVIGATION
CONTROL SWITCH
CHU0920S114
Terminal layout and signal

Terminal Signal
A —
B —
C —
D —
E —
F —
G B+
H GND
O M K I G E C A
I TNS (+)
P N L J H F D B
J —
K Remote data
L Shield GND
M —
N —
O —
P —
Operation
2 3
1 4
MENU POS
ENTER
VOICE RET ZOOM
DISPLAY
5
6 7
CHU0920S115
Button Button
No. Function No. Function
(component) (component)
1 [MENU] button Select a menu. 5 [VOICE] button Initiates vocal guidance for
2 Joystick Selects items by tilting it up, route maneuvers.
down, right and left. 6 [RET] button Returns to the previous
3 [ENTER] button Executes a selected item. screen.
4 [POS (Position)] Displays the current position. 7 [ZOOM] button Changes the map scale.
button
09–20–28
ENTERTAINMENT
NAVIGATION FUNCTION
End Of Sie
CHU092066000S06
Outline
• A vehicle's position is measured by a hybrid method of autonomous navigation (using yaw-rate signals from the
gyro sensor and vehicle speed signals from the DSC HU/CM (with DSC) or ABS HU/CM (with ABS) and GPS
navigation (using signals from GPS satellites). Accurate detection of the vehicle's position is possible based on
the adoption of a map-matching function which specifies the vehicle's position as compared with the map data
read from the DVD-ROM and the vehicle’s position measured from autonomous navigation and GPS
navigation.
• Guidance to destination is provided via display of the recommended route on the map screen, as well as voice
messaging guidance at intersections and points of divergence.
• Based on inputted signals and information on the DVD-ROM, the following features are available:
— Destination can be selected based on address, intersection, POI (Point of Interest), history, memory or
map.
— Route information is available in map and guide mode.
— Voice guidance and menus are available in six languages.
— A map screen that displays maps in twelve steps with scales from 100 m to 500 km {1/20 to 250 mile}.
— A map screen that displays routes according to Shortest Route and Avoid Motorway functions.
— A detour function which provides three routes to select from based on streets selected to avoid, up to five
via points and calculation of set detour distance.
— A wide variety of preferential settings are available.
Block Diagram
CAR-NAVIGATION UNIT
GPS ANTENNA
SIGNAL FROM DETECTION OF CORRECTION
SATELLITE CURRENT BY GPS
MEASURED
ABS HU/CM (WITH ABS) OR POSITION
DSC HU/CM (WITH DSC) LCD UNIT 09–20
VEHICLE DETECTION OF DETECTION OF
MAP MATCHING DISPLAY
SPEED SIGNAL VEHICLE TRAVEL VEHICLE'S
DISTANCE POSITION
YAW-RATE SIGNAL MAP DATA

GYRO SENSOR
DVD-ROM
CHU0920S116
Map Screen Selection

Current position map
• The location of the vehicle and surrounding area are shown.
• By pressing the [POS] button, the display switches to guide mode. (Only while in route guidance.)
MAP ORIENTATION
MAP SCALE
1/20mi
CLOCK
GPS RECEPTION INDICATOR
(LIGHTS UP WHEN RECEIVING SIGNALS
FROM 3 OR MORE SATELLITES.)
VEHICLE POSITION
CHU0920S117
09–20–29
ENTERTAINMENT
Scroll map mode
• The scroll map is displayed when operating the joystick on the current position map.
• This map can be scrolled with the crosshair cursor.
• By moving the crosshair cursor to a road and pressing [ENTER] button, the road name is displayed on the
screen.
CROSSHAIR CURSOR
1/20mi
CHU0920S118
Guide mode
• Displays an enlarged view of the road using an arrow to indicate destination, and also displays route and
destination guidance information. (While in route guidance)
• By pressing the [POS] button, the display switches to the current position map.
300ft E CHICAGO AVE DISTANCE TO THE NEXT TURN

0.2mil N STATE ST DISTANCE TO THE TURN AFTER THE NEXT TURN
ARROW GUIDANCE FOR THE NEXT TURN
300ft DISTANCE TO THE NEXT TURN
DESTINATION DIRECTION
N MICHIGAN AVE 1 mil DESTINATION DISTANCE
CHU0920S119
Intersection zoom map

• An enlarged map is displayed when approaching a roundabout or intersection. (While in route guidance.)
Activated by selecting Zoom (On) in setup mode.
0ft E CHICAGO AVE DISTANCE TO THE NEXT TURN

0.2mil N STATE ST DISTANCE TO THE AFTER THE NEXT TURN
CURRENT ROAD NAME
N MICHIGAN AVE 1 mil
CHU0920S120
09–20–30
ENTERTAINMENT
Pop-up Menu
• Pop-up menu appears when pressing [ENTER] button.
• The following items are displayed on the pop-up menu. The actual displayed items vary according to the
selected map, guidance, and other factors.
Note
• Pop-up menu is not available on intersection zoom maps.
• Pop-up menu cannot be displayed when the intersection zoom map is displayed.
Detour
Route Preview
Maneuver List
Marked Point
Head up 1/20mi
Calc Method
CHU0920S131
No. Contents Description

1 Detour Displays route change options. (See 09–20–34 Detour function.)
09–20
2 Route Preview Displays complete route preview.
3 Maneuver List Displays a route list.
4 Marked Point Registers a point indicated by the crosshair cursor.
5 North up/Head up Selects either north up or head up map display direction.
6 Stop Calc Cancels route search.
7 Reroute Searches for another route to return to the original route when the vehicle has moved away
from it. (Appears only when the auto reroute function is inactivated. See 09–20–34 Setup
Function.)
8 Calc Method Changes route search settings. (See 09–20–34 Whole route search function.)
9 Volume Adjusts volume of voice guidance.
10 Guidance Off Selects/cancels voice guidance.
11 Destination Registers a point indicated by the crosshair cursor as a destination.
12 Nearest POI Searches for POI’s close to current location of the vehicle.
09–20–31
ENTERTAINMENT
Destination Setting Function
Outline
• The following instructions explain how destinations can be chosen and set.
Note
• A destination can be set to where the crosshair cursor indicates by selecting the Destination option of the
scroll map mode pop-menu.
Area 1
Menu Select Destination Address Street 2

City 3
Zip Code 4
Setup Menu
Intersection Street 5
City 6
Point of Interest City 7
Name 8
Nearest 9
History 10
Marked Point 11
Map Scroll 12
CHU0920S132
No. Contents
1 Changes area set from the previous destination.
2 Sets destination by selecting city name*, inputting street name and selecting house number.
3 Sets destination by inputting city name*, inputting street name and selecting house number.
4 Sets destination by inputting zip code and street name, and selecting house number.
5 Sets intersection as destination by inputting main street name → cross street names.
6 Sets intersection as destination by inputting city name → main street name → cross street names.
7 Sets destination by selecting POI category, inputting city name and selecting POI.
8 Sets destination by selecting POI category, inputting target name and selecting POI.
9 Sets destination from a list of 20 POI destinations closest to the current position (within a radius of 50 km {30 mile}) by
inputting POI category and selecting POI.
10 Sets destination from a list of recent destinations. Up to 50 points including the latest starting point are in the system
memory.
11 Sets destination from a list of points stored by the user. Up to 100 points can be stored in the memory.
12 Sets destination by moving the crosshair cursor to the destination when in scroll map mode.
* : Memory stores up to 10 cities visited recently, and city names can be selected.
09–20–32
ENTERTAINMENT
POI categories
• When setting POI destination, the following categories can be selected. Data for categories according to the
selected country will be displayed.
1 13 19 34 43
2 20 27 35 44
14
3 28 45
21 36
15
4 22 29 37 46
16
5 23 30 38 47
17
6 24 31 39 48
7 18 25 32 40 49
8 26 41
50
9 51
BA 42
NK 10 33
ATM 11
B 12
CHU0920S128
09–20
.
1 Auto services 27 Ski resort

2 Auto repair 28 Stadium/arena
3 Automobile association 29 Theater
4 Gas station 30 Tourist attraction
5 Park & Ride 31 Tourist information
6 Parking garage 32 Winery
7 Parking lot 33 Named place
8 Rent al car facility 34 Public facility
9 Rest area 35 City hall
10 Banking 36 Community center
11 ATM 37 Court house
12 Bank 38 Exhibition or conference center
13 Border crossing 39 Library
14 Business facility 40 School
15 Emergency 41 University or college
16 Hospital 42 Restaurant
17 Police station 43 Shopping
18 Hotel or motel 44 Shopping center
19 Leisure/Recreation 45 Grocery store
20 Amusement park 46 Transportation
21 Casino 47 Airport
22 Golf course 48 Bus station
23 Historical monument 49 Ferry terminal
24 Marina 50 Light rail station
25 Museum 51 Train station
26 Parking and recreation
09–20–33
ENTERTAINMENT
Route Search Function
Whole route search function
• After setting a destination, the following route search methods can be used:
No. Items Route search method
1 Shortest route setting • Selects a route according to the shortest distance.
2 Avoid motorway setting • Selects a route that reduces use of motorways.
Detour function
• The following settings are available when using the detour function:
No. Items Contents
1 Alt route setting • Searches for a maximum of three routes.
2 Detour distance (xx km {xx mile}) • Calculates a detour for the current route based on inputted (xx km {xx mile})
setting detour distance.
• Detour distance (xx km {xx mile}) is designated in setup (route).
3 Avoid streets setting • Calculates a detour for the current route to avoid user selected streets.
4 Via point setting • Selects via points.
• Up to five points can be set.
Setup Function
• Map, route and system settings can be changed using this function. Also, system information and route
simulation can be displayed.
Menu Select Destination
Setup Menu Map Day Color 1

Night Color 2
Map Direction 3
Vehicle Position 4
POI Icon 5
Trace Mark 6
Route Detour (mile) 7
Auto Re-route 8
System Mode 9
Zoom 10
Estimated Travel Time 11
Route Guidance 12
System Setup Volume Control 13
Beep 14
Voice Feedback 15
Clock 16
Language 17
Meter/Mile Switch 18
DST 19
System Information Version 20
Simulation 21
Edit Marked Point Edit 22

Display Icon 23
Vehicle Position 24
CHU0920S130
09–20–34
ENTERTAINMENT
No. Contents Selected items Default
1 Sets map screen color (daytime). Green, Beige, Black Beige
2 Sets map screen color (nighttime). Green, Beige, Black Beige
3 Sets map direction. North up, Head up North up
4 Sets display of the vehicle position indicator on the map Center: The current vehicle position Center
screen. indicator is displayed in the center of the
screen.
Off Ctr: The current vehicle position
indicator is displayed at the bottom of the
screen.
5 Selects/cancels display of the POI icons on the map screen. On (Icons displayed), Off (Icons not On
displayed)
6 Selects/cancels display of the traced route mark on the map On (Mark displayed), Off (Mark not Off
screen. displayed)
7 Sets the detour distance for the detour xx km {xx mile} function. 1, 2, 5, 10, 20 5
If mile are selected in the meter/mile setting, then the distance
will be in miles.
8 Selects/cancels automatic activation of auto re-route function. On (Automatically activated), Off (Not On
automatically activated)
9 Selects map mode/guide map mode after start-up and route Map (Map screen), Guide (Guide mode) Map
calculation. Guide map mode is displayed only while vehicle is
on set route.
10 Selects/cancels automatic display of intersection zoom map. On (Automatically displayed), Off (Not On
automatically displayed)
11 Selects/cancels voice guidance announcement of estimated On (Makes announcement), Off (No On
travel time. announcement)
12 Selects/cancels route guidance. The route will not be deleted if On (Route guidance enabled), Off (Route On
route guidance is disabled. guidance disabled) 09–20
13 Adjusts volume for voice guidance. 0, 1, 2, 3, 4, 2
14 Selects/cancels beeping sound when pressing buttons. On (Emits beep), Off (No beep) On
15 Selects/cancels voice guidance. On (Voice guidance enabled), Off (Voice On
guidance disabled)
16 Selects/cancels display of the clock. On (Displayed), Off (Not displayed) Off
17 Sets language used. English, French English
18 Sets unit of measurement used. Metric (Meters), English (Miles) Metric
19 Selects/cancels daylight saving time mode. On (enabled), Off (Disabled) On
20 Displays map disc and software version/information. – –
21 Performs a simulation of a route, after Route setup, from – –
starting point to destination.
22 Displays detailed information about a marked point from the – –
stored list. The icon and name can be changed, or the marked
point can be deleted.
23 Selects/cancels display of icons on the map. On (Icons displayed), Off (Icons not On
displayed)
24 Adjusts position and direction of the vehicle on the map display. – –
09–20–35
ENTERTAINMENT
Guidance Function
• When using route guidance, the map displays and the system voice announces upcoming intersections,
highway entrances/ exits, destination information, and passing via points.
• The types of voice guidance are as follows:
— Normal intersection guidance
— Roundabout guidance
— Highway entrance guidance
— Destination guidance
— Via point guidance.
— Highway exit guidance
Simple junction guidance

• The following voice guidance is provided:
RIGHT TURN GUIDANCE EXAMPLE

IN 700 METERS IN 300 METERS RIGHT TURN
RIGHT TURN RIGHT TURN AHEAD
700m 300m 100m

{2296 ft} {984 ft} {328 ft}
RIGHT TURN POINT
700m {2296 ft}
X m (X>750 m
{X>2460 ft})
300m {984 ft}
100m {328 ft}
NEXT TURN POINT
CHU0920S121
Continuous junction guidance

• A continuous junction condition occurs when the distance from the first to the second turn point is more than
150 meters {492 feet} and less than or equal to 750 meters {2460 feet}.
• After passing the first turn point, the next voice guidance is provided.
RIGHT TURN FOLLOWED BY LEFT TURN GUIDANCE EXAMPLE

IN 700 METERS IN 300 METERS RIGHT TURN
700m 300m 100m

{2296 ft} {984 ft} {328 ft}
RIGHT TURN POINT
IN X METERS, LEFT TURN
X m (150 m <X<=750 m {492 ft<X<=2460 ft})
LEFT TURN POINT
CHU0920S122
09–20–36
ENTERTAINMENT
Multiple junction guidance
• A multiple junction condition occurs when the distance from the first to the second turn point is less than or
equal to 150 meters {492 feet}.
• When the last guidance for the first turn point is announced, guidance for the second turn point is also provided.

IN 700 METERS IN 300 METERS RIGHT TURN AHEAD,
RIGHT TURN RIGHT TURN THEN LEFT TURN
700m 300m 100m

{2296 ft} {984 ft} {328 ft}
RIGHT TURN POINT
LEFT TURN AHEAD
X m (X<=150 m {X<=492 ft})
LEFT TURN POINT
CHU0920S123
Simple highway junction guidance

• The following guidance is provided:
RIGHT TURN GUIDANCE EXAMPLE
09–20
IN 2 KILOMETERS IN 1 KILOMETER RIGHT TURN
TO EXIT TO EXIT TO EXIT MOTORWAY
MOTORWAY MOTORWAY
2km 1km 500m

{1.2 mile} {3280 ft} {1640 ft}
RIGHT TURN POINT
2km {1.2 mile}
X m (X>750 m {X>2460 ft})
1km {3280 ft}
500m {1640 ft}
NEXT TURN POINT

CHU0920S124
09–20–37
ENTERTAINMENT
Continuous highway junction guidance
• A continuous highway junction condition occurs when the distance from the first to the second turn point is
more than 500 meters {1640 feet} and less than or equal to 750 meters {2460 feet}.
• After passing the first turn point, the next voice guidance is provided.
TO EXIT TO EXIT TO EXIT MOTORWAY
MOTORWAY MOTORWAY
2km 1km 500m

{1.2 mile} {3280 ft} {1640 ft}
RIGHT TURN POINT
IN X METERS KEEP LEFT
X m (500 m<X<=750 m
{1640 ft<X<=2460ft})
LEFT TURN POINT
CHU0920S125
Multiple highway junction guidance

• A multiple highway junction condition occurs when the distance from the first to the second turn point is less
than or equal to 500 meters {1640 feet}.
• When the last guidance for the first turn point is announced, guidance for the second turn point is also provided.
RIGHT TURN RIGHT TURN AHEAD TO EXIT MOTORWAY
TO EXIT TO EXIT THEN KEEP LEFT
MOTORWAY MOTORWAY
2km 1km 500m

{1.2 mile} {3280 ft} {1640 ft}
RIGHT TURN POINT
KEEP LEFT AHEAD
X m (X<=500 m {X<=1640 ft})
LEFT TURN POINT
CHU0920S126
09–20–38
ENTERTAINMENT
Intersection Distance Display
• When approaching the next guidance point, the distance to that point is counted down.
• In case of a continuous or multiple junction, guidance point bars for the next two turns will be displayed.
• In case of a continuous or multiple junction, after the first turn point is passed the following occurs:
1. Next turn guidance point bar → Current road
2. Turn after next turn guidance point bar → Next turn guidance point bar
DISTANCE TO THE
NEXT TURN
CONTINUOUS, MULTIPLE JUNCTION
SHAPE OF THE
NEXT TURN 300ft E CHICAGO AVE NAME OF THE NEXT ROAD
SHAPE OF THE TURN 0.2mil N STATE ST NAME OF THE ROAD AFTER
AFTER THE NEXT TURN THE NEXT ROAD
DISTANCE TO THE TURN

AFTER THE NEXT TURN CURRENT MAP SCREEN
N MICHIGAN AVE NAME OF THE

CURRENT ROAD
VEHICLE ARRIVING AT POINT A

DISTANCE TO THE
NEXT TURN
SIMPLE JUNCTION
SHAPE OF THE
NEXT TURN 0.2mil N STATE ST NAME OF THE NEXT ROAD
09–20
CURRENT MAP SCREEN
E CHICAGO AVE NAME OF THE

CURRENT ROAD
A
N MICHIGAN AVE
NAME OF THE NAME OF THE NEXT ROAD
CURRENT ROAD E CHICAGO AVE
NAME OF THE ROAD AFTER
THE NEXT ROAD
N STATE AVE
CHU0920S127
09–20–39
ENTERTAINMENT
Operation While Driving Display Function
Screen activation
• The following operation while driving warning screen appears when the unit determines from the pulse of the
speedometer sensor that the vehicle is moving.
A6E8126T076
Activation condition
• When driving and the following screens are displayed, operating the following buttons will activate the warning
screen.
No. Items Screen contents/Cursor position Indicated buttons
1 Menu screen Menu screen, destination setting screen, set up [Joystick], [ENTER],
screen [ZOOM], [MENU]
2 Current position map No pop-up – [Joystick], [MENU]
screen, scroll map screen Pop-up Detour, Destination, Nearest POI [ENTER], [MENU]
Route Preview, Maneuver List, Marked Point, [MENU]
Head up/North up, Calc Method, Reroute,
Volume, Guidance Off
3 Guide mode map screen No pop-up – [MENU]
Pop-up Detour [ENTER], [MENU]
Route Preview, Maneuver List, Marked Point, [MENU]
Calc Method, Reroute, Volume, Guidance Off
4 Intersection zoom map – [MENU]
End Of Sie
09–20–40
POWER SYSTEMS
09–21 POWER SYSTEMS
POWER SYSTEMS OUTLINE. . . . . . . . . 09–21–1 POWER SYSTEMS STRUCTURAL
VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09–21–1
End of Toc
POWER SYSTEMS OUTLINE
CHU092167730S01
• All relays and fuses are located in the main fuse block of the engine compartment and inside the front side trim,
to the left of the driver's seat.
End Of Sie
POWER SYSTEMS STRUCTURAL VIEW
CHU092167730S02
MAIN FUSE BLOCK
EPS FUSE
FUSE
BLOCK
CHU0921S001
09–21
End Of Sie
09–21–1
INSTRUMENTATION/DRIVER INFO.
09–22 INSTRUMENTATION/DRIVER INFO.
INSTRUMENT CLUSTER OUTLINE. . . . 09–22–1 SPEEDOMETER CONTROL
INSTRUMENT CLUSTER CONSTRUCTION/OPERATION . . . . . . . 09–22–10
SPECIFICATIONS . . . . . . . . . . . . . . . . . 09–22–1 System Wiring Diagram . . . . . . . . . . . . 09–22–10
INSTRUMENT CLUSTER Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–10
STRUCTURAL VIEW . . . . . . . . . . . . . . 09–22–3 TACHOMETER CONTROL OUTLINE . . . 09–22–10
Meter And Gauge. . . . . . . . . . . . . . . . . 09–22–3 TACHOMETER CONTROL
Warning And Indicator Light. . . . . . . . . 09–22–3 CONSTRUCTION/OPERATION . . . . . . . 09–22–10
INSTRUMENT CLUSTER SYSTEM System Wiring Diagram . . . . . . . . . . . . 09–22–10
WIRING DIAGRAM . . . . . . . . . . . . . . . . 09–22–5 Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–10
INPUT/OUTPUT CHECK MODE FUEL GAUGE CONTROL OUTLINE . . . . 09–22–11
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–22–6 FUEL GAUGE CONTROL
INPUT/OUTPUT CHECK MODE CONSTRUCTION/OPERATION . . . . . . . 09–22–11
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–22–7 System Wiring Diagram . . . . . . . . . . . . 09–22–11
Operation procedure . . . . . . . . . . . . . . 09–22–7 Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–11
Input circuit check . . . . . . . . . . . . . . . . 09–22–7 WATER TEMPERATURE GAUGE
Individual circuit check . . . . . . . . . . . . . 09–22–8 CONTROL OUTLINE . . . . . . . . . . . . . . . 09–22–11
PID/Data Monitor and Record . . . . . . . 09–22–8 WATER TEMPERATURE GAUGE
LIGHTS-ON REMINDER WARNING CONTROL CONSTRUCTION/
ALARM OUTLINE . . . . . . . . . . . . . . . . . 09–22–8 OPERATION . . . . . . . . . . . . . . . . . . . . . . 09–22–11
LIGHTS-ON REMINDER WARNING System Wiring Diagram . . . . . . . . . . . . 09–22–11
ALARM CONSTRUCTION/ Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–11
OPERATION . . . . . . . . . . . . . . . . . . . . . 09–22–9 OIL PRESSURE GAUGE CONTROL
System Wiring Diagram . . . . . . . . . . . . 09–22–9 OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–22–12
Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–9 OIL PRESSURE GAUGE CONTROL
OVER-REVOLUTION WARNING ALARM CONSTRUCTION/OPERATION . . . . . . . 09–22–12
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–22–9 System Wiring Diagram . . . . . . . . . . . . 09–22–12
09–22
OVER-REVOLUTION WARNING ALARM Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–12
CONSTRUCTION/OPERATION . . . . . . 09–22–9 INFORMATION DISPLAY FUNCTION. . . 09–22–12
System Wiring Diagram . . . . . . . . . . . . 09–22–9 INFORMATION DISPLAY
Operation . . . . . . . . . . . . . . . . . . . . . . . 09–22–9 CONSTRUCTION/OPERATION . . . . . . . 09–22–12
SPEEDOMETER CONTROL Display Function . . . . . . . . . . . . . . . . . . 09–22–12
OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . 09–22–10 Clock function . . . . . . . . . . . . . . . . . . . . 09–22–13
HORN CONSTRUCTION . . . . . . . . . . . . . 09–22–13
End of Toc
INSTRUMENT CLUSTER OUTLINE
CHU092255430S01
• A CAN system has been adopted for the control signals of the input/output communication circuit of the
meters, gauges and warning and indicator lights. (See 09–40–1 CONTROLLER AREA NETWORK (CAN)
SYSTEM OUTLINE.)
• LEDs have been adopted for all warning and indicator lights installed on the instrument cluster.
• The information display, which includes clock, audio system, and A/C system displays, has been placed in the
center of the instrument panel. It also includes the drive information system, depending on the vehicle grade.
• A trumpet-type horn with spiral, resonant pipes, has been adopted.
End Of Sie
INSTRUMENT CLUSTER SPECIFICATIONS
CHU092255430S02
Item Specification
Meter type LCD
Indication range (mph {km/h}) 0—186 {0—299}
Input signal communication system CAN system
Speedometer
ABS HU/CM (with ABS)
Input signal source
DSC HU/CM (with DSC)
Rated voltage (V) DC 12
09–22–1
Item Specification
Meter type Stepping motor type
(rpm) 0—9,000 (13B-MSP (Standard Power))
Indication range
0—10,000 (13B-MSP (High Power))
(rpm) 7,500—9,000 (13B-MSP (Standard Power))
Tachometer Red zone
9,000—10,000 (13B-MSP (High Power))
Input signal source PCM
Meter type Stepping motor type (Reset-to-zero type)
Input signal communication system Conventional communication system
Fuel gauge
Input signal source Fuel gauge sender unit
Meter type Stepping motor type (Medium range stabilized
Water type)
temperature Input signal communication system CAN system
gauge Input signal source PCM
Display LCD
Indication digits Odometer: 6 digits, Tripmeter: 4 digits
Odometer/
Tripmeter
Input signal source PCM
Sound frequency (Hz) 800—1,500
75.0 (over-revolution warning alarm)
Output sound pressure level (dB)
67.5 (except over-revolution warning alarm)
Sound frequency (Hz) 1,000
CONTINUOUS
Lights-on reminder
ON
warning alarm Sound cycle
OFF
Sound frequency (Hz) 800

CONTINUOUS
Key reminder ON t 1
warning alarm Sound cycle t 1 : approx. 0.05 S
OFF t 2 : approx. 0.6 S
t 2

WARNING
ALARMS CONTINUOUS
Over-revolution
ON
warning alarm Sound cycle
OFF
Sound frequency (Hz) 800
CONTINUOUS
Seat belt warning t 1
alarm Sound cycle ON t 1 : approx. 0.05 S
t 2 : approx. 1.0 S
OFF t 2

CONTINUOUS
Tire pressure ON
warning alarm Sound cycle t 1 : approx. 0.3 S
OFF t 2 : approx. 0.6 S
t 1
t 2
09–22–2
INSTRUMENT CLUSTER STRUCTURAL VIEW
End Of Sie
CHU092255430S03
Meter And Gauge
TRIPMETER
WATER TACHOMETER
SPEED UNIT SWITCH
TEMPERATURE SELECTOR OIL PRESSURE
GAUGE
GAUGE
FUEL GAUGE
BRAKE
ODOMETER/
TRIPMETER
SPEEDOMETER
CHU0922S009
Warning And Indicator Light
1 12 13 15 16 15
17 19
11 18
2 21
09–22
3
BRAKE
20
4
5 10 14 24 22
6 9 23
7 8
CHU0922S001
.
X: Applied
09–22–3
Warning and indicator
No. Input signal source CAN system Note
light
1 EPS warning light EPS control module X —
Washer fluid-level warning With washer fluid-level warning
2 Washer fluid-level sensor —
light system
3 Tire pressure warning light TPMS control module X —
4 Fuel-level warning light Fuel gauge sender unit — —
Headlight auto leveling Auto leveling control module
5 — With discharge headlight
warning light
6 ABS warning light ABS HU/CM X With ABS
7 DSC OFF light DSC HU/CM X With DSC
8 Security light Keyless control module — —
9 Door ajar warning light Door switch — —
10 Seat belt warning light Buckle switch — —
11 High-beam indicator light Headlight switch — —
12 TNS indicator light TNS relay — —
• Parking brake switch
— —
13 Brake system warning light • Brake fluid level sensor
ABS HU/CM (EBD) X —
Air bag system warning
14 SAS control module — —
light
15 Turn indicator light Turn switch — —
16 DSC indicator light DSC HU/CM X With DSC
17 Coolant level warning light PCM X —
18 Oil level warning light PCM X —
19 AT warning light TCM X AT
20 Cruise set indicator light PCM X With cruise control system
21 Selector indicator light TCM X AT
22 Cruise main indicator light PCM X With cruise control system
23 MIL PCM X —
24 Generator warning light PCM X —
End Of Sie
09–22–4
INSTRUMENT CLUSTER SYSTEM WIRING DIAGRAM
CHU092255430S04
OIL PRESSURE FUEL GAUGE

GAUGE WATER
TEMPERATURE TACHOMETER
GAUGE
TNS INDICATOR INSTRUMENT CLUSTER
LIGHT ILLUMINATION
DIMMER 1F 1B
SWITCH
2U
ODOMETER/ SPEEDOMETER
TRIPMETER
CAN SYSTEM-RELATED MODULE
SPEED MICROCOMPUTER
1L
UNIT
DOOR SWITCH 1J SELECTOR
DOOR SWITCH
(RR) (PASSENGER'S SIDE)
2C IIGNITION KEY
ILLUMINATION
2E
1K
DOOR SWITCH KEY
(DRIVER'S SIDE) REMINDER
SWITCH
FUEL GAUGE 2W
BZ B+
SENDER UNIT
DOOR SWITCH (MAIN) 1C
(RL) 2R IG1
FUEL GAUGE SENDER 1G
UNIT (SUB) 09–22
2P
2T
1E
TRIPMETER
SWITCH FUEL-LEVEL
WARNING LIGHT
GENERATOR LIGHT
WARNING LIGHT SWITCH TNS
RELAY B+
MIL
DOOR AJAR
WARNING LIGHT
B+
SEAT BELT
BUCKLE SWITCH
WARNING LIGHT
2A HEADLIGHT
HIGH-BEAM
AT WARNING RELAY
INDICATOR
LIGHT
LIGHT
2D
HEADLIGHT
2B
COOLANT LEVEL
WARNING LIGHT
a b c
: TO MICROCOMPUTER
CHU0922S002
09–22–5
AIR BAG SYSTEM

a WARNING LIGHT b c
SAS CONTROL 2K
MODULE TURN INDICATOR
LIGHT(LH)
2G FRONT TURN LIGHT (LH)
TURN INDICATOR
LIGHT (RH)
2I
KEYLESS SECURITY LIGHT FLASHER
CONTROL 2F CONTROL IG1
OIL LEVEL TURN MODULE
MODULE
WARNING LIGHT SWITCH B+
DSC INDICATOR
LIGHT
DSC OFF LIGHT
ABS WARNING REAR HAZARD

LIGHT TURN WARNING
LIGHT SWITCH
BRAKE SYSTEM
BRAKE FLUID-LEVEL WARNING LIGHT (LH)
SENSOR
1D FRONT TURN LIGHT (RH)
AT
P
PARKING BRAKE R REAR TURN LIGHT (RH)
SWITCH N
D
2M
M
SELECTOR INDICATOR
DRIVER CIRCUIT GEAR POSITION INDICATOR
WASHER FLUID-LEVEL WASHER FLUID-LEVEL

SENSOR WARNING LIGHT
2H
AUTO LEVELING
2J INDICATOR LIGHT
AUTO LEVELING TIRE PRESSURE

CONTROL MODULE WARNING LIGHT
CRUISE SET INDICATOR LIGHT
CRUISE MAIN INDICATOR LIGHT
: TO MICROCOMPUTER EPS WARNING LIGHT
CHU0922S003
End Of Sie
INPUT/OUTPUT CHECK MODE OUTLINE
CHU092255430S05
• The microcomputer built into instrument cluster detects the quality of input signal or individual part.
• Input/output check mode has both input circuit check and individual part check functions.
End Of Sie
09–22–6
INPUT/OUTPUT CHECK MODE OPERATION
CHU092255430S06
Operation procedure
• Refer to RX-8 Workshop Manual.
Input circuit check

• When the parts listed in the chart are operated and output a signal to the instrument cluster, the built in
microcomputer judges the quality of the input circuit based on that signal.
Check Check
Parts sending input signal Parts sending input signal
code code
01 Buckle switch 22 Fuel gauge sender unit
04 Door switch 31 Key reminder switch
08 TNS relay
FUEL GAUGE
BUCKLE DOOR TNS KEY REMINDER SENDER UNIT
SWITCH SWITCH RELAY SWITCH
09–22
LCD
INSTRUMENT
CLUSTER MICROCOMPUTER
CHU0922S004
09–22–7
Individual circuit check
• By operating the parts listed in the chart, the built in microcomputer judges the quality of the individual parts.
Check Check
Parts sending input signal Parts sending input signal
code code
12 Speedometer 18 Ignition key illumination
13 Tachometer 23 Fuel gauge
14 Buzzer 25 Water temperature gauge
16 Fuel-level warning light 26 LCD
WATER OIL PRESSURE

SPEEDOMETER TEMPERATUER GAUGE GAUGE
FUEL
BUZZER TACHOMETER GAUGE
LCD
MICROCOMPUTER
IGNITION KEY
ILLUMINATION
CHU0922S005
PID/Data Monitor and Record

• The PID/data monitoring items for the instrument cluster is as shown in the table below.
Monitor item table
—: Not applicable
PID item Definition Unit/Condition Terminal
CCNT_HE Continuous codes Number of continuous codes —
ECT_GAUGE Temperature gauge °C °F
FUEL Fuel flow l/min
ODOMETR Total distance km mile 1J, 1L
SPEEDSG Speedometer mph km/h
RPM Tachometer rpm
End Of Sie
LIGHTS-ON REMINDER WARNING ALARM OUTLINE
CHU092255430S07
• Warns the driver that the headlights or TNS are on when the driver-side door is opened.
End Of Sie
09–22–8
LIGHTS-ON REMINDER WARNING ALARM CONSTRUCTION/OPERATION
CHU092255430S08
System Wiring Diagram
B+ IG1 B+
TNS
RELAY
INSTRUMENT
LIGHT CLUSTER
SWITCH 1B 1G 1C
B+ BUZZER
AND
MICROCOMPUTER
BE BE
DOOR SWITCH
(DRIVER'S SIDE)
CHU0922S101
Operation
• The buzzer in the instrument cluster sounds continuously when all the following three conditions are met:
— The ignition switch is in the LOCK or ACC position.
— The headlight switch is in the TNS or headlight position.
— The driver-side door is open (driver-side door switch is on).
Note 09–22
• When the conditions for the lights-on reminder warning and the key reminder warning alarms are present
at the same time, the key reminder warning alarm is given first priority.
End Of Sie
OVER-REVOLUTION WARNING ALARM OUTLINE
CHU092255430S09
• Warns the driver when the engine speed enters the striped zone.
End Of Sie
OVER-REVOLUTION WARNING ALARM CONSTRUCTION/OPERATION
CHU092255430S10
IG1 B+
BUZZER
1G 1C
MICROCOMPUTER
INSTRUMENT
CLUSTER AND
CAN
CONTROL
CIRCUIT 1J AL BE
PCM
CHU0922S103
Operation
• The buzzer in the instrument cluster sounds continuously when both the following two conditions are met:
— The ignition switch is in ON position.
— The engine speed is 8,500 rpm or more (13B-MSP (High Power)) or (7,300 rpm or more(13B-MSP
(Standard Power)).
End Of Sie
09–22–9
SPEEDOMETER CONTROL OUTLINE
CHU092255430S11
• The vehicle speed signal is output from the ABS HU/CM or DSC HU/CM to the microcomputer in the
instrument cluster.
End Of Sie
SPEEDOMETER CONTROL CONSTRUCTION/OPERATION
CHU092255430S12
IG1 B+
SPEEDOMETER
1G 1C
INSTRUMENT
CLUSTER
MICROCOMPUTER
CAN
CONTROL
CIRCUIT
1J 1L 1E
ABS HU/CM or
DSC HU/CM
CHU0922S104
Operation
• The vehicle speed signal sent from the ABS HU/CM or DSC HU/CM via the CAN system is input to the
microcomputer in the instrument cluster. The microcomputer calculates the current vehicle speed based on the
vehicle speed signal, and sends an output signal to the speedometer.
End Of Sie
TACHOMETER CONTROL OUTLINE
CHU092255430S13
• The engine speed signal is output from the PCM to the microcomputer in the instrument cluster.
End Of Sie
TACHOMETER CONTROL CONSTRUCTION/OPERATION
CHU092255430S14
IG1 B+
1G 1C
TACHOMETER
INSTRUMENT
CLUSTER
MICROCOMPUTER
CAN
CONTROL
CIRCUIT
1J 1L 1E
PCM
CHU0922S105
Operation
• The engine speed signal sent from the PCM via the CAN system is input to the microcomputer in the
instrument cluster. The microcomputer calculates the current engine speed based on the engine speed signal,
and sends an output signal to the tachometer.
End Of Sie
09–22–10
FUEL GAUGE CONTROL OUTLINE
CHU092255430S15
• The fuel level signal is output from the fuel gauge sender unit to the microcomputer in the instrument cluster.
Fuel gauge variation caused by fluctuating fuel level when cornering or driving on a slope, is reduced by
microcomputer control.
End Of Sie
FUEL GAUGE CONTROL CONSTRUCTION/OPERATION
CHU092255430S16
IG1 B+
1G 1C
FUEL GAUGE
INSTRUMENT
CLUSTER
MICROCOMPUTER
2R 2T 2P 1E
FUEL GAUGE FUEL GAUGE

SENDER UNIT (MAIN) SENDER UNIT (SUB)
CHU0922S106
Operation
• A resistance according to fuel level is sent from the fuel gauge sender unit to the microcomputer. The 09–22
microcomputer calculates the average resistance within a specified time, and sends the output signal to the
fuel gauge based on the calculated value.
End Of Sie
WATER TEMPERATURE GAUGE CONTROL OUTLINE
CHU092255430S17
• The engine coolant temperature signal is output from the PCM to the microcomputer in the instrument cluster.
End Of Sie
WATER TEMPERATURE GAUGE CONTROL CONSTRUCTION/OPERATION
CHU092255430S18
IG1 B+
1G 1C
WATER TEMPERATURE
GAUGE
INSTRUMENT
CLUSTER
MICROCOMPUTER
CAN
CONTROL
CIRCUIT
1J 1L 1E
PCM
CHU0922S107
Operation
• The engine coolant temperature signal sent from the PCM via the CAN system is input to the microcomputer in
the instrument cluster. The microcomputer calculates the current engine coolant temperature based on the
engine coolant temperature signal, and sends an output signal to the water temperature gauge.
End Of Sie
09–22–11
OIL PRESSURE GAUGE CONTROL OUTLINE
CHU092255430S19
• The oil pressure signal is output from the PCM to the microcomputer in the instrument cluster.
End Of Sie
OIL PRESSURE GAUGE CONTROL CONSTRUCTION/OPERATION
CHU092255430S20
IG1 B+
1G 1C
OIL PRESSURE
GAUGE
INSTRUMENT
CLUSTER
MICROCOMPUTER
CAN
CONTROL
CIRCUIT 1J 1L 1E
PCM
CHU0922S108
Operation
• The oil pressure signal sent from the PCM via the CAN system is input to the microcomputer in the instrument
cluster. The microcomputer sends an output signal to the oil pressure gauge based on the oil pressure signal.
End Of Sie
INFORMATION DISPLAY FUNCTION
CHU092255000S01
• The information display has the following functions:
— Display function
— Clock function
End Of Sie
INFORMATION DISPLAY CONSTRUCTION/OPERATION
CHU092255000S02
Display Function
• Displays information for the audio system (such as volume and frequency) and air conditioner system (such as
air flow volume, set temperature and mode) based on the signals from the center panel module.
AUDIO VOLUME DISPLAY AIR CONDITIONER DISPLAY
FREQUENCY DISPLAY
CHU0922S006
09–22–12
Clock function
• A clock is integrated.
• Time can be adjusted with the buttons on the center panel module.
CENTER PANEL MODULE

TIME DISPLAY SET BUTTON CLOCK BUTTON
CHU0922S007
End Of Sie
HORN CONSTRUCTION
CHU092266790S01
• A trumpet-type horn with spiral-shaped resonant pipes has been adopted. Horns are located symmetrically,
one each on the right and left.
HORN (HI)
09–22
HORN
HORN (LO)
CHU0922S008
End Of Sie
09–22–13
CONTROL SYSTEM
CONTROLLER AREA NETWORK (CAN) Twisted Pair . . . . . . . . . . . . . . . . . . . . . 09–40–2
SYSTEM OUTLINE . . . . . . . . . . . . . . . . 09–40–1 Time Division Multiplex . . . . . . . . . . . . . 09–40–3
CAN SYSTEM STRUCTURAL VIEW . . . 09–40–1 Vehicle CAN System . . . . . . . . . . . . . . . 09–40–3
CAN SYSTEM WIRING DIAGRAM . . . . . 09–40–1 CAN Signal-Chart . . . . . . . . . . . . . . . . . 09–40–4
CAN SYSTEM DESCRIPTION . . . . . . . . 09–40–2 On-Board Diagnostic Function . . . . . . . 09–40–5
Mechanism of CAN System-Related
Module . . . . . . . . . . . . . . . . . . . . . . . . 09–40–2
End of Toc
CONTROLLER AREA NETWORK (CAN) SYSTEM OUTLINE
CHU094055430S01
• Due to the simplification of the wiring harness, a controller area network (CAN) system for transmission of
multiplex input/output signals among electrical modules has been adopted.
• Twisted-pair wiring is used for connections between the following modules. (Each electrical module hereafter
referred to as a CAN system-related module):
— PCM to TCM to ABS HU/CM (or DSC HU/CM) to steering angle sensor to keyless control module to EPS
control module to TPMS control module to instrument cluster
• With an on-board diagnostic function included for each multiplex module, display of DTCs using the SST (WDS
or equivalent) has improved serviceability.
End Of Sie
CAN SYSTEM STRUCTURAL VIEW
CHU094055430S02
INSTRUMENT
STEERING CLUSTER
ANGLE TPMS CONTROL
SENSOR MODULE
PCM 09–40
TCM
ABS HU/CU (WITH ABS) KEYLESS CONTROL

EPS CONTROL
DSC HU/CU (WITH DSC) MODULE
MODULE
CHU0940S001
End Of Sie
CAN SYSTEM WIRING DIAGRAM

CHU094055430S03
AT WITH DSC

2M 2K 1V 1Y 3A 3B E F
4V 1J
INSTRUMENT
PCM
CLUSTER
4S 1L
O R E G F E
WITH ABS
CONTROL DLC-2
MODULE :CAN_H
H I :CAN_L
WITH DSC
DSC HU/CM
CHU0940S002
End Of Sie
09–40–1
CONTROL SYSTEM
CAN SYSTEM DESCRIPTION
CHU094055430S04
Mechanism of CAN System-Related Module
• A CAN system-related module is composed of an electrical circuit, CPU, and input/output interface.
• The size of the module has been reduced due to the elimination of the bulky, superfluous, input/output interface
in the conventional type of electrical module.
• The CPU (multiplex block) controls all signals exchanged on the CAN harness.
• Communication with non-multiplex parts is carried out by conventional input/output interface.
• The functions of each component are shown below.
Component Function
Electrical circuit Supplies power to CPU and vicinity, and to input/output interface.
Computation processing block Control function has been expanded, and when transmission is necessary,
transmitted data is stored in a multiplex block. If a multiplex block receives a
request to read stored data, transmitted data is read from the multiplex block.
CPU
Multiplex block Transmits data received from bus line to computation processing block. In
addition, sends transmitted data stored from computation processing block to
bus line.
Input/Output interface Electrically converts information signals from switches to, be input to CPU,
and signals output from CPU for operating actuator or indicator lights.
CAN HARNESS
(TWISTED PAIR) CONVENTIONAL
WIRING HARNESS
INPUT OUTPUT
SIGNAL SIGNAL
CONNECTOR
CONNECTOR
INPUT OUTPUT MULTIPLEX INPUT OUTPUT

CPU BLOCK INTERFACE INTERFACE
INTERFACE INTERFACE
CPU
COMPUTATION
PROCESSING BLOCK
CONVENTIONAL MODULE
CAN SYSTEM-RELATED MODULE

A6A8111T003
Twisted Pair
• The multichannel uses two spirally twisted wires
called a twisted pair, and each wire, CAN_L and
CAN_H, has its own special function.
CAN_H
• Both bus lines are opposite phase voltage. This
allows for minimal noise being emitted and makes
it difficult for noise interference to be received.
CAN_L
B6U0940S003
09–40–2
CONTROL SYSTEM
Time Division Multiplex
• For information exchange between electrical modules in a conventional system, a wire connection was
necessary for each information signal. However, by sending different signals at varying times over one
channel, it is possible to send a large amount of information via a small harness.
• In the conventional, non-multiplex system, in order to control the illumination of five bulbs, one switch and one
channel was necessary for each bulb. For bulbs B and C to illuminate, switches B and C must be ON and
electricity must flow through the channel. With the time multiplex system, this can be done through one
channel. The channel is comprised of five data signal transmitters which transmit either a “0” or “1” signal to
indicate whether a bulb turns ON or OFF. For example, to illuminate bulbs B and C, transmitters B and C
transmit a “1” and transmitters A, D, and E transmit a “0”. When the receiver receives these signal, bulbs B and
C illuminate.
NON-MULTIPLEX SYSTEM TIME DIVISION MULTIPLEX

SYSTEM
DATA
E D C B A
A 0 A 0 0 1 1 0
0 0
B 1 B
1 1
C 1 C A A
1 1 0 0
D 0 D B B
0 0 1 1
E 0 E C 0=OFF C
0 0 1 1=ON 1
D D
0 0
E E
0 0
EACH SIGNAL IS TRANSMITTED EACH SIGNAL IS OUTPUT ONE

ONE BY ONE THROUGH THE BY ONE AS IT IS RECEIVED FROM
CHANNEL AS IT IS RECEIVED. THE CHANNEL. 09–40
A6A8111T005
Vehicle CAN System

• By rearranging the multiple signal, common information between the CAN system-related modules is
transmitted and received through the multichannel.
• The signal transmitted by one CAN system-related module is sent through the multichannel to all the CAN
system-related modules, but only the concerned module(s) receives the signal and performs the appropriate
operation (ex. light illumination, fan operation).
CONVENTIONAL
SYSTEM CAN SYSTEM
ELECTRICAL CAN SYSTEM-

MODULE RELATED
MODULE
CAN SYSTEM- CAN SYSTEM-

ELECTRICAL ELECTRICAL
RELATED RELATED
MODULE MODULE
MODULE MODULE
A6A8111T006
09–40–3
CONTROL SYSTEM
CAN Signal-Chart
OUT: Output (sends signal)

IN: Input (receives signal)
Multiplex module
ABS HU/
Instrument
DSC HU/ cluster
CM
Immobilizer-related OUT – – – IN – – –
information IN – – – OUT – – –
– –
Engine speed OUT IN IN IN – IN
IN IN
OUT IN – – – IN – IN
Vehicle speed
IN – OUT – – – – –
Throttle valve opening –
OUT – IN – – – –
angle IN
Engine coolant
OUT – IN – – – – IN
temperature
–
Engine torque OUT – IN – – – IN
IN
Torque reduction –
OUT – IN – IN – –
disable IN
OUT – – – – – – IN
Travelled distance
– – – OUT – – – IN
Fuel injection amount OUT – – – – – – IN
Engine oil pressure OUT – – – – – – IN
Engine oil level OUT – – – – – – IN
Engine coolant level OUT – – – – – – IN
Fuel pump status OUT – – – – – – IN
OUT – – – – – – IN
MIL on request
IN – OUT – – – – –
Generator warning
OUT – – – – – – IN
light on request
Transmission/axle –
OUT – – – – – –
specifications IN
Tire size OUT – – IN – – – –
Cruise control main
indicator light on OUT – IN – – – – IN
request
Cruise control indicator
OUT – IN – – – – IN
light on request
Downshift request OUT – IN – – – – –
EPS warning light on
– OUT – – – – – IN
request
Idle speed increase
IN OUT OUT – – – – –
request
Ignition switch off time IN – – – OUT – – –
Target torque IN – OUT – – – – –
Torque upper limit IN – OUT – – – – –
Turbine shaft speed IN – OUT – – – – –
Target gear position/ –
IN – OUT – – – IN
selector lever position IN
Gear ratio IN – OUT – – – – –
09–40–4
CONTROL SYSTEM
Multiplex module
ABS HU/
Instrument
DSC HU/ cluster
CM
ABS/
OUT
Brake EBD
system EBD/ IN IN IN – – – IN
status ABS/ OUT
DSC
–
Torque down request IN – OUT – – – –
OUT
Wheel speed (LF, RF,
IN – – OUT – – – –
LR, RR)
Wheel speed status
IN – – OUT – – – –
(LF, RF, LR, RR)
–
Steering angle – – – – – OUT –
IN
Steering angle sensor –
status (sensor
– – – – – OUT –
malfunction, circuit IN
malfunction)
Fuel tank level IN – – – – – – OUT
–
Parking brake position – – – – – – OUT
IN
AT warning light on
– – OUT – – – – IN
request 09–40
Tire pressure warning
– – – – – OUT – IN
light on request
Tire pressure warning
– – – – – OUT – IN
buzzer on request
On-Board Diagnostic Function

• The on-board diagnostic function is incorporated into the PCM, TCM, ABS HU/CM (or DSC HU/CM), keyless
control module, EPS control module, TPMS control module and instrument cluster. This function can narrow
down CAN system malfunction locations.
• The on-board diagnostic function consists of the following functions.
— Failure detection function, which detects malfunctions in CAN system-related parts.
— Memory function, which stores detected DTCs.
— Self-malfunction diagnostic function, which indicates system malfunctions using DTCs and warning lights.
— PID/data monitoring function, which verifies the input/output condition of specific input/output signals being
read out.
• Using an SST (WDS or equivalent), DTCs can be read out and deleted, and the PID/data monitoring function
can be activated.
• The CAN system has a fail-safe function. When a malfunction occurs in CAN system, the transmission module
sends a warning signal and the receiving module illuminates the warning light.
09–40–5
CONTROL SYSTEM
Block diagram
AT WITH DSC

2M 2K 1V 1Y 3A 3B E F
4V 1J
INSTRUMENT
PCM
CLUSTER
4S 1L
O R E G F E
WITH ABS
CONTROL DLC-2
MODULE :CAN_H
H I :CAN_L
WITH DSC
DSC HU/CM
CHU0940S002
Failure detection function

• The failure detection function in each CAN system-related module detects malfunctions in input/output signals.
• This function outputs the DTC for the detected malfunction to the DLC-2, and also sends the detected result to
the memory function and fail-safe function.
Fail-safe function
• When the failure detection function determines that there is a malfunction, the fail-safe function illuminates a
warning light to inform the driver of the malfunction.
Module Fail-safe function
PCM • MIL illuminated
EPS control module • EPS warning light illuminated
TCM • AT warning light illuminated
ABS HU/CM (with ABS) –
• ABS suspended
• TCS suspended
• DSC suspended
DSC HU/CM (with DSC)
• ABS warning light illuminated
• DSC indicator light illuminated
• DSC OFF light illuminated
Keyless control module –
TPMS control module –
Steering angle sensor (with DSC) • Send malfunction data to DSC HU/CM
Instrument cluster • Speedometer, tachometer, water temperature gauge: 0 displayed
Memory function
• The memory function stores the DTC for the malfunction of input/output signals for related parts, as determined
by the failure detection function.
Self-malfunction diagnostic function

• The self-malfunction diagnostic function determines that there is a malfunction, and outputs a signal, as a DTC,
to the DLC-2. The DTC can be read out using an SST (WDS or equivalent).
09–40–6
CONTROL SYSTEM
DTC table
DTC Malfunction location Module outputting DTC
• PCM
• TCM
U0073 CAN system communication error
• EPS control module
• Keyless control module
U0100 Communication error to PCM TCM
U0101 Communication error to TCM PCM
U0121 Communication error to ABS HU/CM
U0155 Communication error to instrument cluster PCM
U0167 Communication error to keyless control module
U0516 CAN bus communication error TPMS control module
U2510
Communication error to PCM Keyless control module
U1147
• ABS HU/CM
• DSC HU/CM
• EPS control module
U1900 CAN system communication error • Steering angle sensor
• Keyless control module
• TPMS control module
• Instrument cluster
• ABS HU/CM
• DSC HU/CM
U2516 CAN system wiring harness open or short circuit
• Steering angle sensor
• Instrument cluster
PID/data monitoring function

• The PID/data monitoring function is used to freely select and read out, in real time, the monitored items for the 09–40
input/output signals of the ABS HU/CM and instrument cluster.
• An SST (WDS or equivalent) is used to read out the PID/data monitor information.
PID monitor
PID name (definition) Condition Specification Terminal
module
ABS_MSG Present
Circuit in the ABS HU/CM is • ABS HU/CM: O, R
(Missing message from the normal • DSC HU/CM: H, I
ABS HU/CM or DSC HU/ Circuit in the ABS HU/CM is • Instrument cluster:
CM) Not Present 1J, 1L
disable
TCM_MSG Present Circuit in the TCM is normal • TCM: 1V, 1Y
(Missing message from the • Instrument cluster:
TCM) Not Present Circuit in the TCM is disable 1J, 1L
Present
Circuit in the EPS control • EPS control
EPS_MSG module is normal module: 2K, 2M
(Missing message from the Instrument cluster
Circuit in the EPS control • Instrument cluster:
EPS control module) Not Present
module is disable 1J, 1L
PCM_MSG Present Circuit in the PCM is normal • PCM: 4S, 4V
(Missing message from the • Instrument cluster:
PCM) Not Present Circuit in the PCM is disable 1J, 1L
Present
Circuit in the TPMS control • TPMS control
TPM_MSG module is normal module: E, G
(Missing message from the
Circuit in the TPMS control • Instrument cluster:
TPMS control module) Not Present
module is disable 1J, 1L
Narrowing down malfunction locations

• The on-board diagnostic function, by verifying the detected DTC and PID/data monitor information from each
module, can narrow down a CAN system malfunction location. Refer to the Self-malfunction diagnostic
Function and PID/data monitoring function for detailed information regarding DTCs and the PID/data monitor.
(See 09–40–6 Self-malfunction diagnostic function.) (See 09–40–7 PID/data monitoring function.)
09–40–7
CONTROL SYSTEM
Flowchart
START
Verify that DTCs are displayed for PCM, TCM, ABS HU/CM, DSC HU/CM, EPS control module,
keyless control module, TPMS control module and instrument cluster.
Are any DTCs display?
Yes No
END
Verify that PID/data monitor is displayed for instrument cluster.

ABS_MSG
TCM_MSG
PCM_MSG
EPS_MSG
TPMS_MSG
See below table for DTC and malfunction location.
Determine the malfunctioning part of the CAN system.
END
CHU0940S005
Example (PCM-related communication error)
Note
• This example is for MT with ABS.
1. DTCs for the PCM, ABS HU/CM and instrument cluster can be verified using a SST (WDS or equivalent).
Module Displayed DTC Probable malfunction location
U0073 PCM-related CAN system malfunction
PCM U0121 Communication error between PCM and ABS HU/CM
U0155 Communication error between PCM and instrument cluster
ABS HU/CM U1900, U2516 ABS HU/CM-related CAN system malfunction
Instrument cluster U1900, U2516 Instrument cluster-related CAN system malfunction
DLC-2
NO GOOD
PCM INSTRUMENT
CLUSTER
NO GOOD
ABS HU/CU
: TWISTED PAIR
CHU0940S003
09–40–8
CONTROL SYSTEM
2. PID/data monitor information for the ABS HU/CM and instrument cluster can be verified using an SST (WDS or
equivalent).
Module PID name (definition) Condition Probable malfunction point
PCM_MSG
ABS HU/CM Not Present Communication error between ABS HU/CM and PCM
(Missing message from the PCM)
PCM_MSG Communication error between instrument cluster and
Not Present
(Missing message from the PCM) PCM
Instrument
cluster ABS_MSG
Normal communication between instrument cluster and
(Missing message from the ABS Present
ABS HU/CM
HU/CM
DLC-2
NO GOOD
PCM INSTRUMENT
CLUSTER
GOOD
ABS HU/CU
: TWISTED PAIR
CHU0940S004
09–40
3. If there is a communication error between the ABS HU/CM and PCM, or between the instrument cluster and
PCM, even if the communication between the ABS HU/CM and the instrument cluster is normal, it is probable
that there is a malfunction in the PCM or PCM-related wiring harnesses.
End Of Sie
09–40–9

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2004 CONTENTS

Mazda Title Section

RX-8 GENERAL INFORMATION 00

All rights reserved. No part of this book BODY & ACCESSORIES 09

Mazda Motor Corporation

Toc of SCT INFORMATION . . . . 00-00

• Center pillarless freestyle doors providing

AUXILIARY PORT SIDE EXHAUST

• Intake and control

VARIABLE DYNAMIC EFFECT

JET AIR FUEL MIXING SYSTEM

Advanced front-midship layout

FUEL TANK LOCATED

LIGHT, RIGID SUBFRAME

LONG-LINK SUSPENSION MOUNTING POINT LAYOUT

LIGHT, RIGID SUBFRAME

Check Digit *=0 to 9, X

Restraint system 1=Drv. & Pass.-A/B,

Vehicle type FE= Mazda RX-8

Electrical current A (ampere)

Positive pressure kgf/cm2 (kilogram force per square

Conversion to SI Units (Système International d'Unités)

Upper and Lower Limits

210—260 kPa {2.1—2.7 kgf/cm2, 30—38 psi}

#1 : Diagnostic trouble codes depend on the diagnostic test mode.

A/C Air Conditioner L/F Leading Front

• A side intake and exhaust port system adopted

Oil capacity Oil replacement 3.3 {3.5, 2.9}

01–00–4 Revised 3/2004 (Ref. No. R014/04)

PID DATA SIMULATION

INPUT DEVICE ENGINE CONTROL SYSTEM OUTPUT DEVICE

Sending Diagnostic Data

On-board system readiness test 01–02

Sending Freeze Frame Data

Sending Emission-related Malfunction Code

Sending Intermittent Monitoring System Test Results

Sending Continuous Monitoring System Test Results

1-drive cycle type

CAN_H GND2 GND1

DTC DETECTION LOGIC AND CONDITIONS

01–02–10 Revised 11/2004 (Ref. No. R077/04)

KOEO (Key ON, Engine Off) Self-test

KOER (Key ON, Engine Running) Self-test

METERING OIL PUMP

METERING OIL PUMP

FROM FRONT HOUSING

OIL PRESSURE CONTROL VALVE

PORT SURFACE AREA

AUXILIARY PORT PERIPHERAL OVERLAP

SIDE EXHAUST SIDE EXHAUST

OIL PUMP FRONT HOUSING

JET AIR FUEL MIXING NOZZLE ANTI-WET PORT

STATIONARY GEAR (STANDARD POWER)

ROTATION LOCK TAB

FRONT STATIONARY GEAR

OIL JET PLUG

OIL JET PLUG

ENGINE OIL TEMPERATURE: 60˚C {140˚F} OR ABOVE

ENGINE OIL TEMPERATURE: LESS THAN 60˚C {140˚F} ENGINE OIL