2007 MITSUBISHI LANCER EVOLUTION air condition

MPI -On-vehicle Service13A-133
3. Measure resistance while heating the sensor using a hair
drier.
Normal condition:
Temperature (_C)Resistance (kΩ)
HigherSmaller
4. If the value deviates from the standard value or the
resistance remains unchanged, replace the air flow sensor
assembly.
ENGINE COOLANT TEMPERATURE SENSOR
CHECK
Caution
Be careful not to touch the connector (resin section) with
the tool when removing and installing.
1. Remove the engine coolant temperature sensor.
2. With temperature sensing portion of engine coolant
temperature sensor immersed in hot water, check
resistance.
Standard value:
14 - 17 kΩ(at - 20_C)
5.1 - 6.5 kΩ(at 0_C)
2.1 - 2.7 kΩ(at 20_C)
0.9 - 1.3 kΩ(at 40_C)
0.48 - 0.68 kΩ(at 60_C)
0.26 - 0.36 kΩ(at 80_C)
3. If the resistance deviates from the standard value greatly,
replace the sensor.
4. Apply sealant to threaded portion.
Specified sealant:
3M NUT Locking Part No. 4171 or equivalent
5. Install the engine coolant temperature sensor and tighten
it to the specified torque.
Tightening torque: 29±9 N·m
Intake air
temperature
sensor
Engine coolant
temperature sensor
Equipment
side connector
12

ENGINE COOLING -GeneralInformation/
Service Specifications/Lubricant/Sealant14-2
GENERAL INFORMATION
The cooling system is designed to keep every part
of the engine at appropriate temperature in
whatever condition the engine may be operated.
The cooling method is of the water-cooled, pressure
forced circulation type in which the water pump
pressurizes coolant and circulates it throughout the
engine. If the coolant temperature exceeds the
prescribed temperature, the thermostat opens to
circulate the coolant through the radiator as well
so that the heat absorbed by the coolant may be
radiated into the air.The water pump is of the centrifugal type and is
driven by the drive belt from the crankshaft.
The radiator is the corrugated fin, down flow type.
The cooling fan is controlled by the radiator fan
controller and engine-ECU depend on driving
conditions.
ItemSpecification
Radiator performance kJ/h216,700
SERVICE SPECIFICATIONS
ItemsStandard valueLimit
Radiator cap opening pressure kPa93 - 12383
Range of coolant antifreeze concentration of radiator %30 - 60-
ThermostatValve opening temperature of thermostat_C80±1.5-
Full-opening temperature of thermostat_C93-
Valve lift (at 93_C) mm9.5 or more-
LUBRICANT
ItemSpecified coolantQuantity L
Engine coolantMITSUBISHI GENUINE COOLANT or equivalent6.0Enginecoolant
(including reserve tank)
MITSUBISHIGENUINECOOLANTorequivalent6.0
SEALANT
ItemSpecified sealantRemark
Cylinder block drain plug3M Nut Locking Part No. 4171 or equivalentDrying sealant

INTAKE AND EXHAUST -On-vehicle Service15-5
3. If there is a significant deviation from the standard value,
check the actuator or the waste gate valve: replace
actuator or turbocharger assembly if necessary.
WASTE GATE SOLENOID VALVE CHECK
OPERATION CHECK
1. Connect a hand vacuum pump to the solenoid valve nipple
A.
2. Using a jumper wire, connect between the solenoid valve
terminal and battery terminal.
3. Connecting and disconnecting the jumper wire at the
battery negative terminal to apply a negative pressure,
check tightness.
Jumper wireB nipple
conditionNormal condition
ConnectedOpenedNegative pressure leaks.
ClosedNegative pressure is held.
DisconnectedOpenedNegative pressure is held.
COIL RESISTANCE CHECK
Measure the resistance between solenoid valve terminals.
Standard value: 29 – 35Ω(at 20_C)
AIR BYPASS VALVE CHECK
1. Remove the air bypass valve.
2. Connect the hand vacuum pump to the nipple of the
air bypass valve.
3. Apply a negative pressure of approximately 49 kPa, and
check that air tightness is maintained.
4. Also check operation of the valve.
Standard value:
Negative pressureValve operation
Approximately 53 kPaIt starts opening
Battery B A

ENGINE ELECTRICAL -Ignition System16-26
IGNITION SYSTEM
GENERAL INFORMATION
This system is equipped with two ignition coils (A
and B) with built-in power transistors for the No.
1 and No. 4 cylinders and the No. 2 and No. 3
cylinders respectively.
Interruption of the primary current flowing in the
primary side of ignition coil A generates a high
voltage in the secondary side of ignition coil A.
The high voltage thus generated is applied to the
spark plugs of No. 1 and No. 4 cylinders to generate
sparks. At the time that the sparks are generated
at both spark plugs, if one cylinder is at the
compression stroke, the other cylinder is at the
exhaust stroke, so that ignition of the compressed
air/fuel mixture occurs only for the cylinder which
is at the compression stroke.
In the same way, when the primary current flowing
in ignition coil B is interrupted, the high voltage
thus generated is applied to the spark plugs of
No. 2 and No. 3 cylinders.
The Engine-ECU turns the two power transistors
inside the ignition coils alternately on and off. Thiscauses the primary currents in the ignition coils
to be alternately interrupted and allowed to flow
to fire the cylinders in the order 1-3-4-2.
The Engine-ECU determines which ignition coil
should be controlled by means of the signals from
the camshaft position sensor which is incorporated
in the camshaft and from the crank angle sensor
which is incorporated in the crankshaft. It also
detects the crankshaft position in order to provide
ignition at the most appropriate timing in response
to the engine operation conditions. It also detects
the crankshaft position in order to provide ignition
at the most appropriate timing in response to the
engine operation conditions.
When the engine is cold or operated at high
altitudes, the ignition timing is slightly advanced
to provide optimum performance.
When the automatic transmission shifts gears, the
ignition timing is also retarded in order to reduce
output torque, thereby alleviating shifting shocks.
SYSTEM DIAGRAM
Barometric pressure sensor
Intake air temperature sensor
Engine coolant temperature sensor
Camshaft position sensor
Crank angle sensor
Ignition switch - ST
Vehicle speed signalEngine-ECU
Ignition coil A
Ignition coil B Ignition switch
Spark plugBattery
To tachometerCylinder No. Air flow sensor
1 4
23
Detonation sensor

ENGINE ELECTRICAL -Ignition System16-32
WAVEFORM OBSERVATION POINTS
Point A: The height, length and slope of the spark line show the following trends (Refer to abnormal
waveform examples, 1, 2, 3 and 4).
Spark linePlug gapCondition of
electrodeCompression
forceConcentration of
air mixtureIgnition timingSpark plug
cable
LengthLongSmallNormalLowRichAdvancedLeak
ShortLargeLarge wearHighLeanRetardedHigh
resistance
HeightHighLargeLarge wearHighLeanRetardedHigh
resistance
LowSmallNormalLowRichAdvancedLeak
SlopeLargePlug is fouled----
Point B: Number of vibration in reduction vibration section (Refer to abnormal waveform example 5)
Number of vibrationsCoil and condenser
Three or moreNormal
Except aboveAbnormal
Point C: Number of vibrations at beginning of dwell section (Refer to abnormal waveform example 5)
Number of vibrationsCoil
5 - 6 or higherNormal
Except aboveAbnormal
Point D: Ignition voltage height (distribution per each cylinder) shows the following trends.
Ignition
voltagePlug gapCondition of
electrodeCompression
forceConcentration of
air mixtureIgnition timingSpark plug cable
HighLargeLarge wearHighLeanRetardedHigh resistance
LowSmallNormalLowRichAdvancedLeak

ENGINE AND EMISSION CONTROL -Emission Control System17-12
PURGE CONTROL SOLENOID VALVE CHECK
NOTE
When disconnecting the vacuum hose, always make a mark
so that it can be reconnected at original position.
1. Disconnect the vacuum hose from the solenoid valve.
2. Disconnect the harness connector.
3. Connect a hand vacuum pump to nipple (A) of the solenoid
valve (refer to the illustration at left).
4. Check airtightness by applying a vacuum with voltage
applied directly from the battery to the purge control
solenoid valve and without applying voltage.
Battery voltageNormal condition
AppliedVacuum leaks
Not appliedVacuum maintained
5. Measure the resistance between the terminals of the
solenoid valve.
Standard value: 30 - 34Ω(at 20_C)
CHECK VALVE CHECK
Connect a hand vacuum pump to the check valve, apply
vacuum and check the airtightness.
Connected nipple colourNormal condition
BlackVacuum leaks
BrownVacuum is maintained
Battery A

ENGINE AND EMISSION CONTROL -Emission Control System17-13
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
GENERAL INFORMATION
The exhaust gas recirculation (EGR) system lowers
the nitrogen oxide (NOx) emission level. When the
air/fuel mixture combustion temperature is high,
a large quantity of nitrogen oxides (NOx) is
generated in the combustion chamber. Therefore,
this system recirculates part of emission gas fromthe exhaust port of the cylinder head to the
combustion chamber through the intake manifold
to decrease the air/fuel mixture combustion
temperature, resulting in reduction of NOx.
The EGR flow rate is controlled by the EGR valve
so as not to decrease the driveability.
OPERATION
The EGR valve is being closed and does not
recirculate exhaust gases under one of the following
conditions. Otherwise, the EGR valve is opened
and recirculates exhaust gases.DThe engine coolant temperature is low.
DThe engine is at idle.
DThe throttle valve is widely opened.
SYSTEM DIAGRAM
ON Throttle body
EGR control
solenoid valve
Engine
control
relay
Battery EGR valve
Crank angle sensor
Throttle position sensor Engine-ECU
Engine coolant
temperature sensor Air flow sensor

ENGINE AND EMISSION CONTROL -Emission Control System17-16
EGR CONTROL SOLENOID VALVE CHECK
NOTE
When disconnecting the vacuum hose, always make a mark
so that it can be reconnected at original position.
1. Disconnect the vacuum hose (yellow stripe, green stripe,
white stripe) from the solenoid valve.
2. Disconnect the harness connector.
3. Connect a hand vacuum pump to the nipple to which
the green-striped vacuum hose was connected.
4. Check airtightness by applying a vacuum with voltage
applied directly from the battery to the EGR control
solenoid valve and without applying voltage.
Battery voltageB nipple conditionNormal condition
Not appliedOpenVacuum maintained
AppliedOpenVacuum leaks
ClosedVacuum maintained
5. Measure the resistance between the terminals of the
solenoid valve.
Standard value: 29 - 35Ω(at 20_C)
Battery
A B
C