2007 MITSUBISHI LANCER EVOLUTION ECU

GENERAL -Supplemental Restraint System (SRS)00-23
SRS-ECU
Terminal No.Destination of harnessCorrective action
7Instrument panel wiring harness→EarthRepair or replace each wiring
harness
8Instrument panel wiring harness→Combination meter
(SRS warning lamp)
harness
9, 10Instrument panel wiring harness→Front passenger’s air bag
module
11 , 1 2Instrument panel wiring harness→Clock spring→Driver’s air bag
module)Repair or replace the dash wiring
harness. Replace clock spring.
13Instrument panel wiring harness→Junction block (fuse No.3)Repair or replace each wiring
harness
16Instrument panel wiring harness→Junction block (fuse No.2)
harness.
20Instrument panel wiring harness→Diagnosis connector
29, 30Floor wiring harnessàDriver’s seat belt pre-tensioner
27, 28Floor wiring harnessàFront passenger’s seat belt pre-tensioner
6. Inspection of the SRS-ECU harness connector should be carried out by the following procedure.
Insert the special tool (probe, MB991222, in the harness set) into the connector from harness side
(rear side), and connect the tester to this probe. If any tool than specified is used, damage to the
harness and other components will result. Furthermore, measurement should not be carried out by
touching the probe directly against the terminals from the front of the connector. The terminals are
plated to increase their conductivity, so that if they are touched directly by the probe, the plating
may break, which will cause drops in reliability.
MB991222 SRS-ECU harness connector
SRS-ECU harness connector (rear view)
7. SRS components and seat belt with pre-tensioner should not be subjected to hart, so remove the
SRS-ECU, driver’s and front passenger’s air bag modules, clock spring, and seat belt with pre-tensioner
before drying or baking the vehicle after painting.
DSRS - ECU, air bag module, clock spring : 93Æ
or more
DSeat belt with pre-tensioner : 90Æ
or more
8. Whenever you finish servicing the SRS, check warning lamp operation to make sure that the system
functions properly. (Refer to P.52B-6.)
9. Make certain that the ignition switch is LOCK (OFF) position when the MUT-IIis connected or
disconnected.
10. If you have any questions about the SRS, please contact your local distributor.
NOTE
SERIOUS INJURY CAN RESULT FROM UNINTENDED AIR BAG DEPLOYMENT, SO USE ONLY
THE PROCEDURES AND EQUIPMENT SPECIFIED IN THIS MANUAL.

GENERAL -Support Locations for Lifting and Jacking00-26
PLATE TYPE LIFT
To avoid damaging the side sill garnish, put a wooden block between the side sill and a lift.
NOTE
The wooden block should be 100 mm wide and 50 mm high.
SUPPORT POSITIONS AND SUPPORT METHOD
FOR AN H-BAR LIFT
Caution
When service procedures require removing the rear
suspension, fuel tank, spare tyre and rear bumper, place
additional weight on rear end of vehicle or anchor vehicle
to hoist to prevent tipping of centre of gravity changes.
When H-bar lift is used to lift up vehicles, use of metallic
attachment attached to the H-bar lift may cause damage
to the suspension arm etc. Therefore, lift up the vehicle by
the following procedure.
1. Place the vehicle on the H-bar lift (same direction).
2. Place attachments on the H-bar lift at the designated
chassis-support positions. When making the attachments,
refer to the section concerning making them.
Caution
If support is at any location other than the designated
positions, the body or suspension might be deformed
or otherwise damaged, so care should be taken to
support only at the correct (designated) positions.
3. Raise the H-bar lift to the height at which the vehicle
is slightly raised and check to be sure that the vehicle
is correctly and sufficiently secured; then raise the vehicle.
H-bar lift
H-bar lift
A
Chassis-sup-
port position
(side sill)
Attachment
H-bar liftSection A - A
Side sill
AttachmentH-bar lift
A

ENGINE -On-vehicle ServiceENGINE -On-vehicle ServiceENGINE -On-vehicle Service11A-11
10. Turn the ignition switch to the “LOCK” (OFF) position
and then remove the MUT-II.
COMPRESSION PRESSURE CHECK
1. Before inspection, check that the engine oil, starter and
battery are normal. In addition, set the vehicle to the
pre-inspection condition.
2. Remove the ignition coils and spark plug cables.
3. Remove all of the spark plugs.
4. Disconnect the crank angle sensor connector.
NOTE
Doing this will prevent the engine-ECU from carrying out
ignition and fuel injection.
5. Cover the spark plug hole with a shop towel etc., and
after the engine has been cranked, check that no foreign
material is adhering to the shop towel.
Caution
(1) Keep away from the spark plug hole when
cranking.
(2) If compression is measured with water, oil, fuel,
etc., that has come from cracks inside the cylinder,
these materials will become heated and will gush
out from the spark plug hole, which is dangerous.
6. Set compression gauge to one of the spark plug holes.
7. Crank the engine with the throttle valve fully open and
measure the compression pressure.
Standard value (at engine speed of 250 r/min):
1,128 kPa
Limit (at engine speed of 250 r/min):
Min. 951 kPa
8. Measure the compression pressure for all the cylinders,
and check that the pressure differences of the cylinders are
below the limit.
Limit: Max. 98 kPa
9. If there is a cylinder with compression or a compression
difference that is outside the limit, pour a small amount
of engine oil through the spark plug hole, and repeat
the operations in steps 7 and 8.
(1) If the compression increases after oil is added, the
cause of the malfunction is a worn or damaged piston
ring and/or cylinder inner surface.
(2) If the compression does not rise after oil is added,
the cause is a burnt or defective valve seat, or pressure
is leaking from the gasket.
10. Connect the crank angle sensor connector.
11. Install the spark plugs.
Crank angle sensor
connector

ENGINE -Timing Belt and Timing Belt B11A-38
"CACRANKSHAFT SENSING BLADE/CRANKSHAFT
SPROCKET INSTALLATION
1. Clean and degrease the crankshaft sensing blade and
the crankshaft sprocket mounting surfaces of the
crankshaft sprocket and the crankshaft.
2. Install the crankshaft sensing blade and crankshaft
sprocket to the direction as shown in the illustration.
3. Clean the tapped hole of the crankshaft.
4. Position the chamfered side of the washer to the direction
as shown in the illustration and install to the crankshaft
bolt.
5. Apply a small quantity of engine oil to the contact surface
and the threads of crankshaft bolts.
6. Use the special tool to hold the crankshaft sprocket and
tighten the the crankshaft bolt to the specified torque
in the same way as that for removal.
Tightening Torque: 162±5 N·m
"DAAUTO-TENSIONER INSTALLATION
1. If the auto-tensioner rod is being extended, set according
to the following procedure.
(1) Use a press or a vise to compress the rod of the
auto-tensioner slowly and align the mounting hole
A of the rod with the mounting hole B of the tensioner
cylinder.
Caution
Ensure that the operation should be done slowly
because quick compression could damage a rod.
(2) Insert a wire or etc. into the mated mounting hole.
NOTE
If the automatic tensioner is replaced with a new one,
the automatic tensioner comes with a new pin.
2. Install the auto-tensioner to the engine and tighten the
mounting bolt to the specified torque. Do not remove
a wire or a pin before completing timing belt tension
adjustment.
Tightening Torque: 23±3 N·m
"EATENSIONER PULLEY INSTALLATION
Secure the tensioner pulley temporarily as shown in the
illustration.
Clean
Engine Front
Degrease
Crankshaft
Crankshaft
sprocket
Washer
Crankshaft boltCrankshaft sensing
blade
AB
Wire
Tensioner pulley hole

ENGINE OVERHAUL -Piston and Connecting Rod11B-60
"DAPISTON AND CONNECTING ROD ASSEMBLY
INSTALLATION
1. Apply sufficient engine oil on the piston ring’s periphery,
piston ring and oil ring.
2. Align the piston ring and oil ring (side rail, spacer) closed
gap positions as shown in the illustration.
3. Insert the piston and connecting rod assembly from the
top of the cylinder so that the front mark (arrow) on the
piston’s front face faces the camshaft sprocket side.
4. Securely hold the piston ring with a ring band, and insert
the piston and connecting rod assembly.
Caution
(1) The piston ring could break if tapped in with force.
(2) Make sure not to contact the oil jet when tapping
in.
"EACONNECTING ROD BEARING INSTALLATION
When replacing the bearing, use the following procedure to
select and assemble the bearing.
1. Measure the diameter of the crankshaft pin, and confirm
the class shown below.
When using a spare part, each identification colour is
painted at the position shown in the illustration.
2. The identification marks of the connecting rod bearings
are attached at the position shown in the illustration.
Crankshaft pin sectionConnect-
ing rod
bearing
ClassProduct
identifica-
tion colourSpare
part iden-
tification
colourDiameter mmIdentifica-
tion mark
1NoneYellow44.995 - 45.0000
2NoneNone44.985 - 44.9951
3NoneWhite44.980 - 44.9852
3. Select the bearing from the above table according to
the identification confirmed in steps 1 and 2.
Example of selecting bearing
If the measured outer diameter of the crankshaft pin is
44.996 mm, Class 1 applies, and the spare part
identification colour is yellow. Thus, select a bearing with
identification mark 0.
Side rail No. 1 ring
Side rail
No. 2 ring spacer
Piston pin
No. 4
No. 2
No. 3 No. 1
Identification
mark

13A-2
MULTIPOINT FUEL
INJECTION (MPI)
CONTENTS
GENERAL INFORMATION 3...................
SERVICE SPECIFICATIONS 6.................
SEALANT 6..................................
SPECIAL TOOLS 7...........................
TROUBLESHOOTING 9.......................
ON-VEHICLE SERVICE 125..................
Fuel Pump Connector Disconnection
(How to Reduce the Fuel Pressure) 125...........
Fuel Pump Operation Check 125.................
Throttle Body (Throttle Valve Area)
Cleaning 126..................................
Throttle Position Sensor Adjustment 126...........
Basic Idle Speed Adjustment 127.................
Fuel Pressure Test 128..........................
Component Location 131........................
Engine Control Relay Continuity Check 132........
Fuel Pump Relay 1, 2 Continuity Check 132........Fuel Pump Relay 3 Continuity Check 132..........
Fuel Pump Resistor Check 132...................
Intake Air Temperature Sensor Check 132.........
Engine Coolant Temperature Sensor Check 133....
Throttle Position Sensor Check 134...............
Oxygen Sensor Check 134......................
Injector Check 136..............................
Resistor (for Injector) Check 138..................
Idle Speed Control Servo (Stepper Motor)
Check 138.....................................
Fuel Pressure Control Solenoid Valve Check 140...
Purge Control Solenoid Valve Check 140..........
EGR Control Solenoid Valve Check 140...........
INJECTOR 141..............................
THROTTLE BODY 143.......................
ENGINE CONTROL RESISTOR, RELAY 146....
ENGINE-ECU 147...........................

MPI -General Information13A-3
GENERAL INFORMATION
The Multipoint Fuel Injection System consists
of sensors which detect the engine conditions,
the engine-ECU which controls the system
based on signals from these sensors, and
actuators which operate under the control of
the engine-ECU. The engine-ECU carries outactivities such as fuel injection control, idle
speed control and ignition timing control. In
addition, the engine-ECU is equipped with
several diagnosis modes which simplify
troubleshooting when a problem develops.
FUEL INJECTION CONTROL
The injector drive times and injector timing are
controlled so that the optimum air/fuel mixture
is supplied to the engine to correspond to the
continually-changing engine operation condi-
tions.
A single injector is mounted at the intake port
of each cylinder. Fuel is sent under pressure
from the fuel tank by the fuel pump, with the
pressure being regulated by the fuel pressure
regulator. The fuel thus regulated is distributed
to each of the injectors.
Fuel injection is normally carried out once for
each cylinder for every two rotations of the
crankshaft. The firing order is 1-3-4-2. This iscalled sequential fuel injection. The
engine-ECU provides a richer air/fuel mixture
by carrying out “open-loop” control when the
engine is cold or operating under high load
conditions in order to maintain engine
performance. In addition, when the engine is
warm or operating under normal conditions,
the engine-ECU controls the air/fuel mixture
by using the oxygen sensor signal to carry out
“closed-loop” control in order to obtain the
theoretical air/fuel mixture ratio that provides
the maximum cleaning performance from the
three way catalyst.
IDLE AIR CONTROL
The idle speed is kept at the optimum speed
by controlling the amount of air that bypasses
the throttle valve in accordance with changes
in idling conditions and engine load during
idling. The engine-ECU drives the idle speed
control motor to keep the engine running at
the pre-set idle target speed in accordance
with the engine coolant temperature and airconditioner load. In addition, when the air
conditioner switch is turned off and on while
the engine is idling, the idle speed control motor
operates to adjust the throttle valve bypass
air amount in accordance with the engine load
conditions in order to avoid fluctuations in the
engine speed.
IGNITION TIMING CONTROL
The power transistor located in the ignition
primary circuit turns ON and OFF to control
the primary current flow to the ignition coil. This
controls the ignition timing in order to provide
the optimum ignition timing with respect to theengine operating conditions. The ignition timing
is determined by the engine-ECU from the
engine speed, intake air volume, engine coolant
temperature and barometric pressure.
SELF-DIAGNOSIS FUNCTION
DWhen an abnormality is detected in one
of the sensors or actuators related to
emission control, the engine warning lamp
(check engine lamp) illuminates as a
warning to the driver.
DWhen an abnormality is detected in one
of the sensors or actuators, a diagnosis
code corresponding to the abnormality is
output.DThe RAM data inside the engine-ECU that
is related to the sensors and actuators can
be read by means of the MUT-II. In addition,
the actuators can be force-driven under
certain circumstances.

MPI -General Information13A-4
OTHER CONTROL FUNCTIONS
1. Fuel Pump Control
Turns the fuel pump relay ON so that current
is supplied to the fuel pump while the engine
is cranking or running.
2. A/C Relay Control
Turns the compressor clutch of the A/C
ON and OFF.3. Fan Motor Control
The revolutions of the radiator fan and
condenser fan are controlled in response to
the engine coolant temperature and vehicle
speed.
4. Purge Control Solenoid Valve Control
Refer to GROUP 17.
5. EGR Control Solenoid Valve Control
Refer to GROUP 17.
GENERAL SPECIFICATIONS
ItemsSpecifications
Throttle bodyThrottle bore mm60
Throttle position sensorVariable resistor type
Idle speed control servoStepper motor type
(Stepper motor type by-pass air control system with the
air volume limiter)
Engine-ECUIdentification No.E6T34874
SensorsAir flow sensorKarman vortex type
Barometric pressure sensorSemiconductor type
Intake air temperature sensorThermistor type
Engine coolant temperature sensorThermistor type
Oxygen sensorZirconia type
Vehicle speed sensorMagnetic resistive element type
Camshaft position sensorHall element type
Crank angle sensorHall element type
Detonation sensorPiezoelectric type
Power steering fluid pressure switchContact switch type
ActuatorsEngine control relay typeContact switch type
Fuel pump relay typeContact switch type
Injector type and numberElectromagnetic type, 4
Injector identification markMDL560
EGR control solenoid valveDuty cycle type solenoid valve
Purge control solenoid valveDuty cycle type solenoid valve
Fuel pressure control solenoid valveON/OFF type solenoid valve
Waste gate solenoid valveDuty cycle type solenoid valve
Secondary air control solenoid valveON/OFF type solenoid valve
Fuel pressure
regulatorRegulator pressure kPa294