2008 MITSUBISHI LANCER EVOLUTION X low oil pressure

ACTUATOR
MULTIPORT FUEL SYSTEM (MFI)13A-25
IGNITION COIL
Refer to GROUP 16 − Ignition Coil P.16-2.
EXHAUST GAS RECIRCULATION (EGR) VALVE
Refer to GROUP 17 − Emission Control − Exhaust Gas Recircu-
lation (EGR) System P.17-12.
EVAPORATIVE EMISSION PURGE SOLENOID
Refer to GROUP 17 − Emission Control − Evaporative Emission
Control System
P.17-11.
INTAKE ENGINE OIL CONTROL VALVE
The intake engine oil control valve is installed on the left side of
the cylinder head. Receiving the duty signal from the ECM, the
intake engine oil control valve moves the spool valve position
and divides the oil pressure from the cylinder block into the
advanced chamber and the retarded chamber of the V.V.T.
sprocket as well as continually changes the intake camshaft
phase. The spring makes spool valve stop at the position
where the intake camshaft is at the most retarded angle when
the engine is stopped. The ECM moves the spool valve posi
-
tion by increasing and decreasing ON duty ratio of the intake
engine oil control valve and allows the intake camshaft to be at
the target phase angle. When the duty ratio increases, the
spool valve moves. The sprocket rotates toward the advanced
angle side. When the duty ratio decreases, the sprocket rotates
toward the retarded angle side. When the medium duty ratio, at
which the spool valve is at the medium position, is achieved, all
the oil passages are closed. This allows the phase angle to be
kept constant. The ECM changes and controls the duty ratio in
accordance with the engine operation to get the optimum
phase angle.
AK604740AD
Spool valve movement
Retard
chamber
Spring
Drain
Oil pressureCoil
Plunger
Drain Advance
chamber
AK602579
ECM
Intake engine oil
control valve12VOFF
ON
T50ms
0V
AD
From MFI relay
The longer the ON position, the more
advanced the intake camshaft angle

ACTUATOR
MULTIPORT FUEL SYSTEM (MFI)13A-26
EXHAUST ENGINE OIL CONTROL VALVE
The exhaust engine oil control valve is installed on the right
side of the cylinder head. Receiving the duty signal from the
ECM, the exhaust engine oil control valve moves the spool
valve position and divides the oil pressure from the cylinder
block into the advanced chamber and the retarded chamber of
the V.V.T. sprocket as well as continually changes the exhaust
camshaft phase. The spring makes spool valve stop at the
position where the exhaust camshaft is at the most advanced
angle when the engine is stopped. The ECM moves the spool
valve position by increasing and decreasing ON duty ratio of
the exhaust engine oil control valve and allows the exhaust
camshaft to be at the target phase angle. When the duty ratio
increases, the spool valve moves. The sprocket rotates toward
the retarded angle side. When the duty ratio decreases, the
sprocket rotates toward the advanced angle side. When the
medium duty ratio, at which the spool valve is at the medium
position, is achieved, all the oil passages are closed. This
allows the phase angle to be kept constant. The ECM changes
and controls the duty ratio in accordance with the engine oper
-
ation to get the optimum phase angle.
AK604747
Spool valve movement
Retard
chamber
Spring
Drain
Oil pressureCoil
Plunger
Drain Advance
chamber
AC
AK602579
ECM
Exhaust engine oil
control valve12VOFF
ON
T50ms
0V
AG
From MFI relay
The longer the ON position, the more
retarded the exhaust camshaft angle

IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME
MULTIPORT FUEL SYSTEM (MFI)13A-35
IGNITION TIMING AND CONTROL FOR CURRENT
CARRYING TIME
M2132027100089
Ignition timing is pre-set according to engine driving
conditions. Compensations are made according to
pre-set values depending on conditions such as
engine coolant temperature, battery voltage etc. to
decide optimum ignition timing. Primary current con
-
nect/disconnect signal is sent to the power transistor
to control ignition timing. Ignition is done in sequence
of cylinders 1, 3, 4, 2.
System Configuration Diagram
AK502722AD
ECM MFI relay
Spark plugs Ignition
coils
Cylinder No. 1 2 3 4Battery
Mass airflow sensor
Intake air temperature sensor
Manifold absolute
pressure sensor
Engine coolant
temperature sensor
Intake camshaft position sensor
Exhaust camshaft position sensor
Crankshaft position sensor
Knock sensor
Ignition switch-ST Throttle position sensor

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL
MULTIPORT FUEL SYSTEM (MFI)13A-39
List of main compensations for throttle valve opening angle and idle speed control
Initialize control
After ignition switch turns OFF, ECM drives the throt-
tle valve from fully closed position to fully open posi-
tion and records the fully closed/open studied value
of the throttle position sensor (main and sub) output
signals. The recorded studied values are used as
studied value compensation for compensating basic
target opening angle when the engine is started next.
CompensationsContent
Stable idle compensation (immediately after start)In order to stabilize idle speed immediately after
start, target opening angle is kept big and then
gradually reduced. Compensation values are set
based on the engine coolant temperature.
Rotation speed feedback compensation (while
idling)In case there is a difference between the target idle
speed and actual engine speed, ECM
compensates the throttle valve opening angle
based on that difference.
Atmospheric pressure compensationAt high altitudes atmospheric pressure is less and
the intake air density is low. So, the target opening
angle is compensated based on atmospheric
pressure.
Engine coolant temperature compensationCompensation is made according to the engine
coolant temperature. The lower the engine coolant
temperature the greater the throttle valve opening
angle.
Electric load compensationThrottle valve opening angle is compensated
according to electric load. The greater the electric
load, the greater the throttle valve opening angle.
Compensation when shift is in D range When transmission is changed from P or N range
to some other range, throttle valve opening angle is
increased to prevent reduction in engine speed.
Compensation when A/C is functioningThrottle valve opening angle is compensated
according to functioning of A/C compressor. While
A/C compressor is being driven, the throttle valve
opening angle is increased.
Power steering fluid pressure compensationThrottle valve opening angle is compensated
according to power steering functioning. When
power steering oil pressure rises and power
steering pressure switch is ON, the throttle valve
opening angle is increased.

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)
MULTIPORT FUEL SYSTEM (MFI)13A-40
MIVEC (Mitsubishi Innovative Valve Timing Electronic
Control System)
M2132023500212
MIVEC is the system which continuously varies and
controls the opening and closing timings of the intake
valve and the exhaust valve.
System Configuration Diagram
MIVEC allows the optimum valve timing to be con-
trolled in accordance with the engine operation and
the idling stability to be improved, as well as the out
-
put and the torque to be better in all the operation
ranges.
•The ECM assesses the engine operation through
the signals from each sensor.
•Based on the assessed information, the ECM
sends the duty signal to the intake engine oil con
-
trol valve and exhaust engine oil control valve as
well as controls the spool valve position.
•Changing the spool valve position allows the oil
pressure to be divided into the retarded chamber
and the advanced chamber, as well as allows the
phases of the intake camshaft and the exhaust
camshaft to be continuously changed.
AK604826AB
Crankshaft
position sensor
Manifold absolute
pressure sensor
Intake camshaft
position sensorECMSpool valve
To oil pan
To oil pan Oil pressureAdvance direction Spool valve movementRetard direction Intake engine oil control valve
Retard chamber
Advance chamber
Spring
Crankshaft
position sensor
Manifold absolute
pressure sensor
Exhaust camshaft
position sensorECMSpool valve
To oil pan
To oil pan Oil pressureRetard direction Spool valve movementAdvance direction Exhaust engine oil control valve
Advance chamber
Retard chamber
Spring

GENERAL DESCRIPTION
ENGINE LUBRICATION12-2
GENERAL DESCRIPTIONM2120000100249
The lubrication system is a full-flow, filter pumping
system.
The engine oil that accumulates in the oil pan is
drawn and discharged by the oil pump. After its pres
-
sure is regulated by the relief valve, the oil passes
through the oil filter. Then, it flows from the oil pas
-
sage in the cylinder block to the individual crankshaft
journals and the cylinder head.
After the oil is pumped to the individual crankshaft
journals, it passes through a passage in the crank
-
shaft and is fed to the pins. After the oil is pumped to
the cylinder head, it flows to the camshaft journals
and the engine oil control valves.
OIL PASSAGEM2120000200194
AK603615
Oil screen
Oil pan Relief valve
V.V.T. sprocket Engine oil control valveOil pump
Oil filter
Engine oil pressure swichOil filter bracket Cylinder block oil passage
Crankshaft journal
Camshaft journal
Crankshaft pin Cylinder block oil passage
(main gallery)
Cylinder head oil passage
AB

GENERAL INFORMATION
POWER STEERING37-2
GENERAL INFORMATIONM2370000101003
FEATURES
A hydraulic power steering system has been adopted
to all models.
This steering system offers the following features:
•The support method of the steering gear to the
crossmember is realised by the left and right
internal bushings with inner cylinders. This sup
-
port method achieves higher rigidity of the steer-
ing gear and improves the steering feeling.
•Configuring the optimum flow characteristics and
gear valve feature improves the handling stability.
•Appropriate application of friction to the steering
gear cuts off the disturbance from the road sur
-
face and improves the stability during the
straight-ahead driving.
•Optimisation of the flexible tube in the high pres-
sure hose reduces the pump noise.
SPECIFICATIONS
ItemsSpecifications
Steering wheelTy p eThree-spoke type
Outside diameter mm (in)375 (14.7)
Maximum number of turns3.16
Steering columnColumn mechanismShock absorbing
mechanism and Tilt steering
mechanism
Power steering typeIntegral type (Engine
speed-dependent type)
Oil pumpTy p eVane type with fluid flow
amount control system
Basic discharge amount cm3/rev. (cu in/rev)8.1 (0.49)
Relief pressure MPa (psi)8.8 (1,276)
Reservoir typeSeparate type (Resin made)
Steering gearTy p eRack and pinion type
Stroke ratio (Rack stroke/Steering wheel
Maximum turning radius) mm/rev (in/rev)45.58 mm/rev (1.79 in/rev)
Rack stroke mm (in)144
Steering angleInner wheel40°50’
Outer wheel33°50’
Power steering fluidSpecified lubricantsGENUINE MITSUBISHI
POWER STEERING FLUID
Quantity dm3 (qt)Approximately 1.0 (1.06)

STEERING WHEEL
POWER STEERING37-3
CONSTRUCTION DIAGRAM
STEERING WHEELM2370001000761
The steering wheel is designed to improve operabil-
ity, safety and maintainability and has the following
features:
•Newly designed Three-spoke type has been
adopted. For DE and ES, the steering wheel
made of urethane has been adopted. For GTS,
the steering wheel made of genuine leather has
been adopted.
•Audio remote control, voice control, and cruise
control switches are available on some models.
•Sporty and thick type grip shape has been
adopted.
•Rigid core metal reduces steering wheel vibra-
tion.
•It incorporates an SRS airbag to protect the driver
in the event of a frontal collision.
•The airbag module is equipped with an inflator
that does not contain sodium azide.
•Optimisation of the airbag specifications reduces
the risk of injury to the passengers in a collision.
AC607284AB
Steering wheel Steering column
shaft assembly Pressure hose
assembly Oil reservoir
Suction hose
Oil pump assembly
Steering gear Return hose
Front axle crossmember
Heat protector
Pressure switch
AC607285
A
AAir bag module
Section A - A
Inflator
Steering wheel
audio remote control switch
Cruise control switch Steering wheel
voice control switch
Air bag module
AB