2006 MITSUBISHI COLT transmission

GENERAL INFORMATION
HEATER, AIR CONDITIONER AND VENTILATION55-2
GENERAL INFORMATION
M2551000100759
For the heater and A/C system, the heater, the
blower and the cooling unit are integrated as one unit
to reduce weight and size. For A/C system, the man
-
ual A/C has been adopted.
FEATURES
IMPROVEMENTS IN COMFORT
•Adoption of low noise, large air volume heater
and A/C system
•Adoption of smaller air intake box for larger pas-
senger leg space.
•Optimising the areas of the outside air induction
hole and the air outlet improves ventilation per
-
formance as well as the quietness of the room
•Adoption of clean air filter with deodorant function
for cleaner air in the compartment.
IMPROVEMENTS IN OPERATION
PERFORMANCE
•Inside/outside air selection switch has been
changed to a pushbutton switch.
•Improved operation ability by the enlarged tab on
the dial knob
•Air amount and temperature only are controlled
automatically for easier operation. automatic A/C>
RELIABLE VISUAL FIELD
(IMPROVEMENT IN SAFETY)
•Current type defroster nozzle has been adopted
to improve defogging performance (Shortens
windshield fogging time).
•Defroster vents have been integrated to secure
better defogging pattern.
•Black coin drop prevention ribs are used on the
defroster to prevent its reflection on the wind
-
shield, providing sufficient field of vision for safety
IMPROVEMENTS IN FUEL ECONOMY
•Wider condenser area reduces load to the A/C
and improves fuel consumption.
•Energy conservation control using outside air
temperature sensor is adopted for vehicles with
manual A/C as well.
•A small-size, highly-efficient compressor has
been adopted.
•Simpler wiring and weight reduction are achieved
by installation of CAN communication system
GLOBAL ENVIRONMENT PROTECTION
Adoption of HFC134a for refrigerant.
IMPROVEMENTS IN SERVICE QUALITY
•Reduction of refrigerant gas leakage and
improvement in serviceability by incorporating
condenser and receiver
•The layout of refrigerant line for better workability
is adopted.
RESPONSIBILITY IMPROVEMENT
Reliable information transmission is achieved by
connecting A/C-ECU and each ECU via CAN com
-
munication.

GENERAL INFORMATION
MULTIPOINT FUEL INJECTION (MPI) <4A9>13A-3
SYSTEM BLOCK DIAGRAM
AK600486
Barometric pressure sensorThrottle valve control servo
Manifold absolute pressure
sensor
Engine coolant
temperature sensor
No.1 injector
No.2 injector
No.3 injector
No.4 injector
No.1 Ignition coil
No.2 Ignition coil
No.3 Ignition coil
No.4 Ignition coil
Engine control relay
Throttle valve control servo relay
A/C compressor relay
Fuel pump relay
Alternator G terminal
Cooling fan control relay
Purge control solenoid valve
Diagnostic output terminal
Intake air temperature sensor
Accelerator pedal
position sensor (main) Throttle position sensor (sub)
Camshaft position sensor
Crank angle sensor
Oxygen sensor (front)
Oxygen sensor (rear)
Alternator FR terminal
Inhibitor switch
Detonation sensor
Ignition switch-IG
Ignition switch-ST
Stop lamp switch
Power supply
Accelerator pedel
position sensor (sub) Throttle position sensor (main)
Throttle valve control unitEngine control unit
Engine-ECU or
Engine-CVT-ECU
Throttle opening feedback control Oxygen sensor heater (front)
Oxygen sensor heater (rear)
[1] Fuel injection control
[2] Throttle valve opening control
and idle speed control
[3] MIVEC (Mitsubishi Innovative
Valve timing Electronic
control system)
[4] Ignition timing control
[5] Engine control relay control
[6] Throttle valve control servo
relay control
[7] Fuel pump relay control
[8] Oxygen sensor heater
control
[9] Fan relay control
[10] A/C compressor relay
control
[11] Alternator control
[12] Purge control
[13] EGR control
[14] Diagnostic output
[15] RAM data transmission
Oil feeder control valve
(for MIVEC)
EGR valve
(Stepper motor)
AB

GENERAL INFORMATION
MULTIPOINT FUEL INJECTION (MPI) <4G1>13B-3
SYSTEM BLOCK DIAGRAM
AK600528
Barometric pressure sensorEngine control unitEngine-ECU
[1] Fuel injection control
[2] Throttle valve opening control
and idle speed control
[3] MIVEC (Mitsubishi Innovative
Valve timing Electronic
control system)
[4] Ignition timing control
[5] Engine control relay control
[6] Throttle valve control servo
relay control
[7] Fuel pump relay control
[8] Oxygen sensor (front) heater
control
[9] Oxygen sensor (rear) heater
control
[10] Fuel pressure control
[11] Waste gate control
[12] Fan relay control
[13] A/C compressor relay
control
[14] Alternator control
[15] Purge control
[16] Diagnostic output
[17] RAM data transmission Throttle valve control unit
Throttle opening feedback control
Engine coolant
temperature sensor Intake air temperature sensor Air flow sensor
Accelerator pedal
position sensor (main) Throttle position sensor (sub)
Camshaft position sensor
Crank angle sensor
Oxygen sensor (front)
Oxygen sensor (rear)
Alternator FR terminal
Clutch switch
Detonation sensor
Ignition switch-IG
Ignition switch-ST
Stop lamp switch
Power supply
Throttle position sensor (main)
Accelerator pedel
position sensor (sub)
Throttle valve control servo No.1 injector
No.2 injector
No.3 injector
No.4 injector
No.1 Ignition coil
No.2 Ignition coil
No.3 Ignition coil
No.4 Ignition coil
Engine control relay
Throttle valve control servo relay
Waste gate solenoid valve
A/C compressor relay
Fuel pump relay
Alternator G terminal
Cooling fan control relay (Hi, Lo)
Purge control solenoid valve
Diagnostic output terminal
Oxygen sensor (front) heater
Oxygen sensor (rear) heater Oil feeder control valve
(for MIVEC)
Fuel pressure control
solenoid valve
AB

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL
MULTIPOINT FUEL INJECTION (MPI) <4G1>13B-8
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE
SPEED CONTROL
M2132003500209
The following control is basically the same as those
of the 4G1-Non-Turbo engine used in the COLT, the
following improvements have been added.
•Clutch monitor switch
The clutch monitor switch inputs the signal into the
engine-ECU to transmit the information about
whether the clutch pedal is depressed or not. By this
signal, the engine-ECU identifies the clutch pedal is
depressed when the transmission is shifted, and per
-
form the following control. When the clutch pedal is
depressed, the throttle valve is automatically closed
and the ignition timing is retarded at the same time.
System Configuration Diagram
AK401884AF
Motor drive power
supply
(From throttle valve
control servo relay)
Engine-ECU
Throttle
position
sensor
Main Sub Sub Main
Throttle valve
control servo Accelerator
pedal position
sensor
Throttle valve control unit
Engine control unit
Motor drive circuit

GENERAL INFORMATION
CONTROLLER AREA NETWORK (CAN)54C-2
GENERAL INFORMATION
M2542000100159
CAN, an abbreviation for Controller Area Network, is
an ISO-certified international standard for a serial
multiplex communication protocol
*1. A communica-
tion circuit employing the CAN protocol connects
each ECU, and sensor data can be shared among,
which enables more reduction in wiring.
NOTE: *1: The regulations have been decided in
detail, from software matters such as the necessary
transmission rate for communication, the system,
data format, and communication timing control
method to hardware matters such as the harness
type and length and the resistance values.
CAN offers the following advantages.
•Transmission rates are much faster than those in
conventional communication (up to 1 Mbps),
allowing much more data to be sent.
•It is exceptionally immune to noise, and the data
obtained from each error detection device is more
reliable.
•Each ECU connected via the CAN communicates
independently, therefore if the ECU enters dam
-
aged mode, communications can be continued in
some cases.

OPERATION
CONTROLLER AREA NETWORK (CAN)54C-4
OPERATION
M2542000300313
AC206267
ECU-1A
AAA
BBB CCA
B
Interval "a"
Interval "b" Interval "c"
CCC BB
AAA
ECU-1
ECU-2
CAN bus
Data frames
AC206267
AD
Transmission
suspended by
mediation
Re-
transmission
The CAN commun ica t ion system is describe d below .
•Each ECU communicating with CAN pe riodically
se
nds several sensors’ inf o rmation on CAN bu s
as dat
a frame (calle d periodical send ing d a t a ).
For furt
her det ails, co nsult the dat a frame sectio n
.
•ECUs requirin g dat a on CAN bu s can receive
dat
a fra m es sen t from each ECU simult aneo usly .
•The dat a se nt from each ECU condu cting CAN
co
mmunicatio n is transmitted at 10-100 0 msec
in
terva l dep endin g on n e cessity of dat a.
NOTE: In the f i gure ab ove, th e dat a frame A is trans-
mitted in "a" intervals, while the d a t a frames B
and
C are tran smitted at int e rvals "b" and "c,"
respective
ly .
•A single ECU tra n smit s multiple dat a frames.
•When dat a frames conf lict with o ne ano ther
(when
plural ECUs tr ansmit signals simu lt ane
-
ously), data is prioriti sed for transmission b y
mediat
ion, t herefore , plu r al da t a frames are not
se
nt simult aneously . F o r furthe r det ails, consult
the
mediatio n se ctio n
.
•Data is transmitted no t by the conve n tion al volt-
age-using method b u t by volt a ge pot entia l dif f er-
ence. For further det ails, consu l t the section on
CAN
bus volt ag e transformation
.
•Reliability of each ECU transmitting sig nals via
CAN
commun ica t ion is secu red by several error
det
ection and reco very processes. For furth e r
det
ails, consult the sections on error detection
and
sy stem rec o very
.
MEDIA T I O N
Because ea ch ECU transmit s dat a indepe ndently o n
the CAN bus,
there a r e ca ses of da t a collision whe n
multiple dat
a frames that ECUs at temp t to tran smit
simult
ane ously (if mu ltiple ECUs tran smit at n early
the same
moment). At th is moment, p r ocessing of
the ECUs atte
mpting tra n smission is performed in
the followin
g way .
1.Dat a frame with high priority is tra n smitted first
accord ing to ID cod e s memo rize d in dat a frames.
2.T r ansmission of lo w-p r iori ty dat a (dat a frames) is
suspe nded b y the issuin g ECUs until the bus
clears (when no transmission da t a exist s on the
CAN bus).
NO TE: If th e su spen ded st a t e co ntinu e s fo r a sp e-
cific time, new d a t a (dat a frame content ) is cre-
ated and sent.
3.ECU cont aining suspende d dat a fra m es trans-
mits the dat a when t he bus become s available .
NOTE: The re is enou gh ca p a city on t he CAN bus,
wh
ich
neve r prevent s da t a f r ames from being se nt.

SELF-DIAGNOSIS
CONTROLLER AREA NETWORK (CAN)54C-6
ERROR DETECTION AND RECOVERY
CAN protocol secures its reliability of communication
by providing several error detection function such as
CRC shown in data frame, and the recovery function
(recovery is performed by resending, from abnormal
state such as transmission errors). If an error is
detected but it is not resolved even after recovery,
communication is stopped. This state is called "Bus
Off."
SELF-DIAGNOSIS
M2542000400280
•CAN self-diagnosis is performed by each ECU
connected to the CAN bus.
•diagnosis codes related to communication are
named with the capital letter U, and are called
"U-codes."
•A summary of the CAN self-diagnosis system is
presented below.
TIME-OUT
Each ECU transmits data frames periodically. If the
data frame is not received within the specified period,
the intended receiving ECU transmits a diagnosis
code indicating communication time-out for the ECU
that failed to transmit.
BUS OFF
Related to a communication error that persists even
after the transmitting ECU attempts recovery for a
specified number of attempts or that persists for a
specified period after recovery, communication is
stopped and this diagnostic code is issued.
FA I L U R E D ATA
When the transmitting ECU detects failure of a sen-
sor directly connected to it, this is the pertinent data
used to inform the ECU.
DATA LENGTH ERROR
When the number of data bytes received is different
from the prescribed number of bytes, this diagnosis
code is issued.
DYNAMIC RANGE ERROR
When the data received is more or less than the pre-
scribed range, this diagnosis code is issued.
CAN BUS DIAGNOSTICS
M2542000500179
As ECUs are connected via CAN bus (including
M.U.T.-III), always diagnose CAN bus to confirm its
normality when inspecting. Simply by performing
M.U.T.-III screen operations, the following inspec
-
tions can be performed automatically, and the result
can be used to verify the CAN bus status.
•Voltage measurement between the CAN_L and
CAN_H and the body earthing terminal
•Resistance measurement between the CAN_L
and CAN_H
•Confirmation of communication of all ECUs

DOOR
BODY42-15
ENCRYPTED CODE
AC103090AB
ON
OFF
Transmitter lock or unlock button
Data
code
The figure shows th e co des transmitte d from the
transmitte
r . Every time the butto n is pressed, the
dat
a cod e is transmitted tw ice. Th e encrypte d co de
for user ide
n tification is a comb ination o f 0 and 1,
and more tha
n 1 million dif f erent comb inations are
available. In a
ddition to t he encrypt ed co de, the dat a
code
cont ains a rolling code t hat change s at e a ch
transmission, prot
ecting tran smission code s from
thef
t by coping.
ETACS-ECU (RECEIVER)
•The ET ACS-ECU incorp orates a receiver with a n
ant
enna. T he receiver co mp ares the code sent
thro
ugh t he an tenna from the transmit t er with the
co
de ret a ined in the re ceiver .
•The ET ACS-ECU send s a si gnal only whe n t hose
two codes corre
spon d and the rollin g co de is
ju
dged correct.
•All of tho s e o u tput sign als are processed inter-
nally in the ETACS-ECU.
•A maximum of fou r encr y pted cod e (4 tran smit-
ters) can be re gistered by co nnecting the
M.U.
T . -III t o the d i agn osis co nnector .
FUNCTION FOR CONFIRMING
ET
ACS-ECU (RECEIVER) OUT P UT AND
OPERA
T ION
When the ET ACS-ECU (receiver) send s a sign al to
the
do or lock actua t o r s an d t a ilga te lo ck actua t or , t h e
haza
r d warnin g lamp an d room lamp illumina te, in di
-
cating that the keyless ent ry syste m is activated.
The hazard warn ing lamp answe rback ca n be
switched b
e tween "lock/unlock yes", "lock o n ly yes",
"unlock o
n ly yes" and "non e" with SW S co nfigurat ion
funct
i on*. Th is f eature is fa ctory preset (de f ault ) to
"lock/unlock ye
s".
Using the ad justment function*, th e number of haz-
ard warning lamp a n swerba ck flashing can be
altere
d. As a n initial set t ing a t factory , the haza r d
wa
rnin g lamp an swerb a ck flashes once wh en locked
and twice when
unlo cke d.
NOTE: Using a cust omisation fea t ure, th e hazard
wa
rning lamp answe rback fun c tio n ca n be change d.
Re
fer to GROUP 54B, Customise Function
P.54B-25.
ItemOperation
Doors and tailgate lockedDoors and tailgate unlocked
ETACS-ECU (receiver)Sends lock signalSends unlock signal
Hazard warning lampFlashes once (I nitial setting)Flashes twice (Initial setting)
Flashes twiceFlashes once
Room lampFlashes onceIlluminates for 15 seconds
KEYLESS ENTR Y TIMER LOCK TIME
If any door (includin g the t a ilgat e) is not op ened or
closed within 3
0 se cond s af ter th e doo rs (in c lu ding
the t
a ilgate) a r e unlocked by the keyless ent ry sys
-
tem, ETACS-ECU aut omatically sen d s th e door lock
sign
al to lock the doors (includ i ng t he t a ilgate). T h is
funct
i on p r even t s the d oors (including the t a ilga te)
from b
e ing unlocke d unex pectedly by opera t ion
errors.
Using a customisa t ion fea t ure*, the timer lock
delay ca
n be chang ed to 3 0 , 60, 120, or 180 sec
-
onds. The initial setting at fa ctory is 30 secon d s.
NOTE: *: Using a custo m isation fea t ure, the timer
lock delay can b e ch anged. Re fer to GROUP 54B,
Customise Function
P.54B-25.
OPERA T ION INHIBITION CONDITIONS
The operation of t he keyless entry system is inhibited
in the
following cond itio ns.
•When the ignition key is inse rted into the ignition
sw
itc h .
•When eit her doo r (including th e t a ilg ate) is ope n
(the
door switch : ON). (includin g doo r ajar)
POWER WI NDOW
M24200220 0010 0
The powe r window ha s the following f eatures.
•The power wind ow timer functio n is adopt ed.
•The power wind ow lock switch is adopte d .