1988 US Training Manual - OCR

AUTOMATIC TRANSAXLE
(Electronically Controlled)
O U T L IN E ......................................................... ......... 7 B — 2
C O N S T R U C T IO N ................................................ 7 B — 2
S P E C IF IC A T IO N ...................... .......................... 7 B — 3
C O M P O N E N T L O C A T IO N ............................... 7 B — 4
S TR U C TU R A L V IE W ................................... 7B— 5
O PER ATIO N OF C O M P O N E N T S .................. 7 B — 6
IN T E R C H A N G E A B IL IT Y O F
M A J O R C O M P O N E N T S ................................... 7 B — 7
S H IF T P A T T E R N ................................................... 7 B — 8
RANG E A N D M O D E ......................................... 7 B — 8
SHIFT PATTERN OF EACH R A N G E ............ 7 B — 9
PRIORITY OF RANG E A N D
M O DE D E T E R M IN A T IO N ............................... 7 B — 10
EC-AT ELEC TR IC AL S Y S T E M ....................... 7 B — 11
S O L E N O ID V A L V E S A N D S H IF T C O N T R O L 7 B — 12
S O LE N O ID VALVE O PERATIO N TA B LE ... 7 B — 12
2-4 BRAKE B A N D A P P LY SIDE
DRAIN C O N T R O L ........................................... 7 B — 13
2-4 BRAKE B A N D E N G A G E M E N T
PRESSURE C O N T R O L ................................... 7 B ......14
“ L ” R AN G E 2N D GEAR C O N T R O L ............ 7 8 — 16
3RD GEAR C O N T R O L ............................ ......... 7 B — 17
S E L F -D IA G N O S IS S Y S T E M ............................ 7 B — 18
SE LF-D IA G N O SIS F U N C T IO N ....... ............... 7 B — 18
FAIL-SAFE F U N C T IO N ...................................... 7 B — 19
D ISPLAY OF W A R N IN G C O D E ................... . 7 8 — 19
D IF F E R E N T IA L ...................................................... 7 B — 21
O IL C O O L E R ...........................................................7 B — 22
C O N D IT IO N IN E AC H R A N G E ....................... 7 B — 23
REVERSE GEAR (R R A N G E )......................... 7 B — 24
1ST GEAR (D, S, A N D L R A N G E S )............. 7 B — 28
1ST GEAR (H O LD L RANGE) ........................ 7 B — 32
2 N D GEAR (D A N D S R A N G E S )...... ...........7 B — 34
2 N D GEAR (H O LD S, A N D L R A N G E S ).... 7 B — 38
3R D GEAR (D A N D S R A N G E S )................... 7 B — 42
O D (D R A N G E )................................................ 7 B — 48
86U07B-501
OUTLINE
C O N S T R U C T IO N
The 1988 m odel EC-AT is an im p ro ve d version of that used in the 1987 EC-AT, resulting in im p ro ve d
drive a b ility and fuel eco no m y. .
1. As a result of m odifica tion of the shape of the fins, the m axim um efficiency of the to rq u e converter
is im p ro ve d from 7 8 % to 83% .
2. In o rd e r to re d u ce w eight, the 3-4 clutch drum is ch a n g e d from a cast piece to a pressed piece.
3. W ith the increased p o w e r of the tu rb o e n g in e m odels, the n u m b e r of d rive and driven plates, as
well as the w idth of the teeth of the idle, ou tp u t and differential gears, have jo in tly been increased.
4. The shift selector ranges are c h a n g e d as d e scrib e d below.
1988 E C -A T.....P R N D S L
1987 E C -A T.....P R N D 2 1
D range shift pattern: 1st <-> 2nd 3 rd (lock-up) +-> OD (lock-up)

S range shift pattern: 1st 2nd 3rd
L range shift pattern: 1st <-» 2nd
5. A " H O L D ” m od e is a d d e d to the p revious “ E C O N O M Y ” and “ PO W ER ” m odes.

The shift pattern in the “ H O L D ” m od e is as follows:
D ra n g e ..... (2nd <->) 3rd

S ra n g e ..... 2 nd (fixed)
L ra n g e ..... 1 st (fixed)
6. To fu rthe r im p ro ve the feeling d u rin g shifts, m odifications have been m ade to the passages within
the valve body, the springs, and to so lenoid valve operation.
7. In o rd e r to sup press lateral vib ra tion s transm itted to the b o d y d u rin g su d d e n acceleration from a
stop, the position of the differential has been low ered.
8. An air-cooled oil co o le r is e q u ip p e d to re d u ce the te m p e ra tu re of the autom atic transm ission fluid.
86U07B-502
7B—2
SPECIFICATION
EC-AT (G4A-EL)
Model 1988 626

1987 626
Turbo Non-Turbo
Torque converter stall torque ratio 1.600— 1.800 : 1 1 .7 0 0 -1 .9 0 0 : 1 1 .9 0 0 -2 .1 0 0 : 1
First 2.800
Second 1.540
Gear ratio Third 1.000
Fourth (OD) 0.700
Reverse 2.333
Final gear ratio 3.700
Forward clutch 4/4 3/3
Coasting clutch 2/2

Number of
3-4 clutch 5/5
drive plates/driven plates
Reverse clutch 2/2
Low and reverse brake 5/5 4/4 3/3
Servo diameter (Piston outer dia./retainer inner dia.) mm (in) 78/36 (3.07/1.42) 78/40 (3.07/1.57) 76/50 (2.99/1.97)
P185/70R14 20 : 25
Speedometer gear ratio
(Driven/Drive gear) P195/60HR15
21 : 25
P195/60T15 87H
Type Dexron II or M III
Automatic transmission
fluid Capacity liters 6.0 (6.3, 5.3)
6.2 (6.6, 5.4)
(US qt, Imp qt)
86U07B-503
7B—3
COMPONENT LOCATION
EC-AT control unit

Hold indicator
light
86U07B-504
STRUCTURAL
Reverse and forward drum Pulse generator
Control valve body Fluid temperature switch
VIEW
Lock-up solenoid
Oil pump
Coasting clutch
Forward clutch
Reverse clutch
86U07B-505
2-4 brake band

O P E R A T IO N O F C O M P O N E N T S
Engine O p e ra tio n e le m e n ts
Range Gear braking Forward Coasting 3-4 Reverse 2-4 brake Low &re One-way One-way
e ffect clutch clutch c lu tc h clutch Applied Released verse brake clutch 1 clutch 2
P — -
R Reverse Yes O O
N — —
1st No 0 O o ■
2nd No 0 O O
Below approx,
D Yes 0 O O 0 o
40 .km/h •
3rd
Above approx.
Yes 0 Q O ® O o
40 km/h
OD Yes 0 o O
1st No o o 0
2nd No o o o
S Below approx.
Yes 0 O o O o
40 km/h
3rd
Above approx.
Yes o 0 o ® Q o
40 km/h
1st No o O 0 o
L
2nd Yes 0 0 0 o
2nd No o 0 0
Below approx.
D Yes 0 0 o O o
40 km/h
3rd
Above approx.
40 km/h
Yes o O 0 m O o
2nd Yes o O 0 o
Below approx.
S Yes o O o O o
40 km/h
3rd
Above approx.
Yes o O o ® O o
40 km/h
1st Yes 0 G o o o
L
2nd Yes o O o o
® : Indicates fluid pressure to servo but band not applied due to pressure difference in servo. 86U07B-506
7B—6
INTERCHANGEABILITY OF IV1AJOR COMPONENTS
Parts inte rch a n g e a b ility and c h a n g e s betw een the 1988 626 and the 1987 626 autom atic transaxle
are show n below .
Symbols
A : Interchangeable between ‘88 626 Non-Turbo and ’87 626
X : Not interchangeable
Inter
Part nam e Rem ark
changeability
Center line of differential lowered to reduce driveshaft

Converter housing X
vibration
Transaxle case X Additional No.4 engine mount bolts
Torque converter X Efficiency improved from 78% to 83%
Oil pump X Oil pump body shape changed

Shape of reverse-forward drum and sun gear drum
Clutch and one-way clutch assembly X
changed
One-way clutch 2 X Outside diameter enlarged for increased strength
Carrier hub assembly X Shape changed for weight reduction

Pressed-type drum instead of cast drum for weight
3-4 clutch assembly X
reduction
Output shell X Size enlarged for increased strength
Turbine shaft X Shaft diameter reduced for weight reduction
Oil pump shaft A Shape changed due to changed transaxle case
Spring specification, valve shape, and oil pressure pas

Control valve body X
sage changed to improve shift feeling
Differential assembly X Gear width increased for increased strength
Shaft diameter and gear width increased with change of

Output gear assembly A
differential
Shaft diameter and gear width increased with change of
Idle gear assembly A
differential
Accumulator changed to two-piece type and body

Bearing housing X
changed to aluminum for weight reduction
86U07B-507
7B—7
3) C/)
ECONOMY/POW ER HOLD (Only ’88 626) > I
Z
o
m
Range Gear Gear ratio Shift Lock-up Engine brake > 13
Shift Lock-up Engine brake >
’88 626 ’87 626 ’88 626 ’87 626 ’88 626 ’87 626 H
H
O m
o
— — * — m 33
P 1
R — 2.333 — — O — — O
N , — — — —
7 1st (Di) 2.800 — — — — —
2nd (D 2) - 1.540 — — — —
D
3rd (D3) 1.000 — O o I — o
f
4th (OD) 0.700 O o — — —
1st (Si, 21) 2.880 — — — — — —

t
s (2 ) 2nd (S2, 22) 1.540

J — — O — o
3rd (S3, 23) 1.000 — o — —
1st (L i, 11) 2.800 — — o — o
2nd (L2 , 12) 1.540 — o — —
gg Will not shift unless selector button depressed,

g 'O’ f t : Will shift w ithout selector button depressed.
[P t : Indicates directio ns of possible shift.
8 O : Indicates that lo ck-up o r e n gine bra kin g is possible.
SHIFT PATTERN OF EACH RANGE
The 1988 626 has nine shift p ro g ra m s d e scrib e d below . The EC-AT control unit selects the p ro p e r
p rog ra m based on the range and m o d e conditions.
1. D range
Three shift p ro g ra m s are provided.
(1) Pow er and E co no m y m odes
1 st, 2nd, 3rd, 3rd (lock-up), OD, and OD (lock-up) shifts are provided. Shift points in pow er m ode
are at h ig h e r spe ed s than those of e co n o m y m ode.
(2) H old m o de
2nd and 3rd shifts are p ro vid e d . 2nd g e a r is selected only at 20 km /h (12 m ph) or below to
assure acceleration . A fter that, 3rd gear is held. To prevent over sp e e d in g the e ngine w hen
Hold is selected in OD, OD is held until OD -> 3 dow nshift speed (168 km/h, 104 m ph) is reached.
2. S range
Tw o shift p ro g ra m s are p ro vide d.
(1) P ow er and E co no m y m odes
1st, 2nd and 3rd shifts are provided. The shift points fo r both m odes are the sam e, and these
are the sam e as those of D range po w e r m ode.
(2) H old m od e
2nd g e a r is p ro v id e d and held. To p revent over sp eedin g the engine w hen H old is selected
in 3rd, 3 rd gear is held until 3 -<■ 2 d ow nshift speed (122 km /h, 69 m ph) is reached.
3 .L range
Tw o shift p ro g ra m s are p ro vide d.
(1) Pow er and E co n o m y m odes
1st and 2nd shifts are provid ed. The shift points for both m odes are the sam e, and these are
the sam e as those of D range pow er m ode. To prevent over sp eedin g the e ngine d u rin g 3 ->
2 dow nshift, 3 rd g ear is held until 3 -» 2 d ow nshift speed (112 km /h, 69 m ph) is reached.
(2) H old m od e
1st g e a r is p ro vid e d and held. To prevent over sp e e d in g the engine d u rin g 3 -» 2 -> 1 d o w n
shift, 3rd and 2 nd gears are held until 2 -> 1 d ow nshift speed (47 km /h, 29 m ph) is reached.
4. P & N range
The transm ission is in neutral position hydraulically. H ow ever, the shift solenoid valves are in the
pattern for 3 rd or 1st g ear a c c o rd in g to vehicle speed in preparation for shifting to D range.
5. R range
The transm ission is in reverse gea r position hydraulically. The shift solenoid valves are in the pattern
for 3rd 9ear. 86U07B_509
7B—9
P R IO R IT Y O F R A N G E A N D M O D E D E T E R M IN A T IO N
86U07B-510
The range is d e term ine d a c c o rd in g to signals received from the sw itches (D, S, L, N and P) within
the in hibitor switch.
The m od e is d eterm ined a c co rd in g to signals from the M O DE switch and those from the H O LD switch.
W hen the H O LD switch is ON, the H O LD m ode has priority, regardless of the setting of the MODE switch.
Therefore, the POWER and E C O N O M Y m o des cannot be selected in either the D, S or L ranges while
in the H O LD m ode. The H O LD in d ica to r w ithin the instrum ent cluster illum inates. The P O W E R /E C O N
O M Y ind ica to r will not illum inate.
SWITCH ♦
HOLD in d ic a to r P o w e r in d ic a to r E co n o m y in d ic a to r
HOLD MODE
ON ON or OFF ON OFF OFF
OFF ON OFF ON OFF
OFF OFF OFF OFF ON
7 B -1 0
EC-AT ELECTRICAL SYSTEM
System m od ificatio ns
1. W ith the a d ditio n of the H O LD function, a H O LD switch and H O LD in d ica to r are a d d e d in the instru
m ent cluster. *
2. The k ickd o w n sw itch has been d isco n tin u e d , and the detection of a 7/8 or m ore o p e n in g of the
a cce le ra to r (form erly p e rfo rm e d by the kickd o w n sw itch) is now do n e by the throttle sensor.
3. The air co n d itio n e r cut-off relay has been discontinu ed.
7B— 11
SOLENOID VALVES AND SHIFT CONTROL
SOLENOID VALVE OPERATION TABLE
SOLENOID VALVES
RANGE GEAR
1-2 2-3 3-4 Lock-up
P Non ON
R Reverse ON
Below approx. 18 km/h (11 mph) ON

N —
Above approx. 18 km/h (11 mph) ON
1st ON ON
2nd ON ON ON
Below approx. 40 km/h (25 mph)
D 3rd Lock-up OFF ON

Above approx.
40 km/h (25 mph)
Lock-up ON ON ON
Lock-up OFF ON ON
OD
Lock-up ON ON ON ON
1st ON ON
2nd ON ON ON
S
Below approx. 40 km/h (25 mph)
3rd
1st ON ON
L Below approx. 110 km/h (68 mph) ON ON

2nd
2nd ON ON ON
D Below approx. 40 km/h (25 mph)

3rd
2nd ON ON
HOLD S Below approx. 40 km/h (25 mph)

3rd
Above approx. 40 km/h '(25 mph) ON
1st ON
L Below approx. 110 km/h (68 mph) ON ON

2nd
86U07B-512
7B— 12
2-4 BRAKE BAND APPLY SIDE DRAIN CONTROL
2-4 brake band
Additional port
86U07B-516
D uring a d ow n shift (kickd ow n ) to 1st gear, the 2-4 brake band release speed is q u icke n e d and shift
ing tim e is shortened , thus im p ro v in g vehicle response.
In o rd e r to increase the band releaste speed, a band servo “ a p p ly ” side drain port is a d d e d to the
2-3 shift valve. This is in a d ditio n to the drain at the 1-2 shift valve.
Operation
Downshift from OD, D3 or D2 to 1st gear
The 1 -2 and 2-3 shift valves are positioned as show n in the illustration because the 1 -2 solenoid valve
is switched OFF (closed) and the 2-3 solenoid valve is switched ON (drain) when there is a shift to 1 st gear.
As a result, the drain speed is faster than previously because the 2-4 brake band “ a p p ly ” side line
pressure (9) is d ra in ed from the ports of both shift valves.
C onsequ ently, the shift to 1st ge a r is faster.
7B— 13
2-4 BRAKE BAND ENGAGEMENT PRESSURE CONTROL
2-4 brake band
1-2 accumulator
Line pressure Line pressure

In D3 and OD
1-2 shift
valve III!
22
Drain
2-4 brake band
1-2 accumulator
Line pressure
Line pressure
B
B
t Line pressure f
Drain Drain
86U07B-513
7B— 14
In order to reduce the feeling of shift im pact during a shift from 3rd gear to OD, the tw o devices described
b elow have been a d o p te d to w eaken the initial e n g a g e m e n t pressure a p p lie d to the 2-4 brake band
servo.
• A d d itio n of 1-2 a c c u m u la to r rear surface pressure (13).
For the 1987 EC-AT, line pressure w as only a p p lie d to the 1-2 a ccu m u la to r in one location (7) in
all gears.
For the 1988 EC-AT, how ever, the line pressure is also a p plied to one addition al location (13) for
3 rd g ear to OD shift. The a c c u m u la to r now fu n ctio n s d u rin g 3rd to OD shifts as well as d u rin g shifts
from 1st to 2nd gear.
• A p p ly side line pressure control is ch ange d.
O p e r a tio n
1 9 8 7 E C -A T
O peration of the 2-4 b rake band w as a cco m p lish e d by sim ply taking aw ay the “ release” pressure
of a p plie d to both sides (“ a p p ly ” and “ release” ) of the brake band d u rin g 3rd gear.
1 9 8 8 E C -A T
E xplained briefly, fo r 2-4 brake band operation, w hen the “ release” pressure of the band servo is
d rained, the “ a p p ly ” pressure is also drained m om entarily.
Then, w hen reapplied , m ovem e nt of the 1-2 a ccu m u la to r causes low initial e n g a g e m e n t pressure to
be a p p lie d to the “ a p p ly ” side.
The 1-2 shift valve, 1-2 solenoid valve and 1-2 a ccu m u la to r act so as to control this “ a p p ly ” side pres
sure. The details are e xp la in e d below .
1. W hen there is a shift from 3rd gear to OD, the 1 -2 solenoid valve is sw itched OFF (close) m om entarily.
2. Line pressure (12) causes the 1-2 shift valve to m ove to the left.
3. The 1-2 shift valve drains the “ a p p ly ” side pressure.
A t the sam e tim e, the 1-2 a c c u m u la to r is caused to m ove to the right.
4. The 1-2 solenoid valve is once again sw itched ON (drain).
5. The 1-2 shift valve m o ve s to the right.
6. Line pressure (1) is a p p lie d to the “ a p p ly ” side.
The initial e n g a g e m e n t pressure then becom es low, because the 1-2 a ccu m u la to r (w hich receives
add ition a l b a c k pressure at this tim e) is activated, and the e n g a g e m e n t of the 2-4 brake becom es
SmOOth. 86U07 B-514
7B—15
“ L ” RANGE 2ND GEAR CONTROL
3-4 clutch pressure
tI
I

(In “ D ” and “ S ” range)
86U07B-517
At a vehicle spe ed of 110 km /h (68 m ph), the 2-3 solenoid is sw itched OFF (closes), and the 1-2 shift
valve is cau sed to m ove to the left side. ^
As a result, d elay in activation of the 3-4 clu tch by line pressure (3) (not a p p lie d during “ L ” range)
is elim inated w hen there is a shift to “ S ” or “ D ” range.
7B— 16
3RD GEAR CONTROL
2-4 brake band

IN D3 APPROX. 40 km /h (25 m ph)
1-2 accumulator
1-2
shift
valve
OFF
i_i
Drain Line pressure
2-4 brake band
IN Da
1-2 accum ulator
1-2 shift
valve
Line pressure
In o rd e r to re d u ce shift im p a ct d u rin g a d ow nshift from 3rd gear to 2 nd gear, the 1-2 solenoid valve
is sw itched O FF (closed) at a veh icle speed of b elow 40 km /h (25 m ph), and the line pressure at the
2-4 brake band servo “ a p p ly ” side is drained.
The reason for this is to activate the 1-2 a ccu m u la to r w hen there is a shift to 2 nd gear (i.e., w hen the
2-4 brake ban d is activated).
Previously, w hen there w as a shift to 2nd gear, there w as only a drain of the “ release” side of the
line pressure a p p lie d to the 2-4 brake band.
7 B -1 7
SELF-DSAGNOSIS SYSTEM
The EC-AT control unit has built-in self-diagnosis, fail-safe, and w arning co d e display fu n ctio n s for the
main input sensors and all of the ou tpu t solenoid valves.
SELF-DIAGNOSIS FUNCTION
HOLD indicator
Flashing cycle
— 1 sec.
1 sec.
ON (illuminated)
OFF (Not illuminated)
— 1 cycle — * -
86U07B-519
If a m alfunction o ccurs in any of the EC-AT system co m p o n e n ts d e scrib e d below , the H O LD indicator
flashes to w arn the d river of a m alfunction.
• Vehicle spe ed sensor
• Throttle sensor
• Pulse gene ra to r
• 1-2 shift solenoid valve
• L o ck-u p solenoid valve
If a co n d itio n as show n in the tab le b elow exists, the EC-AT control unit ju d g e s that the c o m p o n e n t
has a m alfunction.
Component Conditions for judgem ent of malfunction
No input signal from speed sensor while driving at drum speed above 600 rpm in D,
Vehicle speed sensor
S or L ranges
Open-circuit when accelerator pedal not depressed more than 7/8, short-circuit, or in
Throttle sensor
correct adjustment
No input signal from pulse generator while driving at 40 km/h (25 mph) or higher in
Pulse generator
D, S or L ranges
Open or short-circuit of transistor within EC-AT control unit or wiring harness'of sole
Solenoid valves
noid valves
7B— 18
F A IL -S A F E F U N C T IO N
If a m alfunction o ccu rs in the fo llo w in g co m ponen ts, the fail-safe function m akes it possible to drive
the vehicle with only slightly dim inished perform ance.
1. Throttle sensor
The EC-AT control unit c on sid ers the throttle o p e n in g to be at 4/8 stroke. Shifting is p e rform ed in
a c c o rd a n c e with signals from the vehicle speed sensor and the shift pattern for that fail-safe function.
2. Pulse gene ra to r
S hifting is p e rfo rm ed in a c c o rd a n c e with signals from the vehicle speed sensor and the shift pattern
fo r that fail-safe function. If a m alfunction o ccu rs at one of the solenoid valves along with a m a lfu n c
tion of the pulse g enerato r, the operation of the m alfunctionin g valve is cancelled.
3. 1-2, 2-3 or 3-4 solenoid valve (all for shifting)

The o peration of the rem aining norm al solenoid valve(s) perform s the shifting with as little interfer
ence as possible with d rivin g p erform ance. If a m alfunction o ccu rs at all four solenoid valves, the
operation of all solenoid valves is cancelled, and 3rd, 1 st, and reverse gears are obtained hydraulically.
4. L o ck-up solenoid valve

The solenoid valves for shifting operate norm ally but no lock-up is obtained.
N o te
If a ll s o le n o id v a lv e s a re s w itc h e d O F F , D a n d S ra n g e s b e c o m e 3 rd g e a r p o s itio n , L ra n g e
b e c o m e s 1 s t g e a r p o s itio n , a n d R ra n g e is re v e rs e g e a r p o s itio n . T h e s e g e a rs a re o b ta in e d
h y d r a u lic a lly .
D IS P L A Y O F W A R N IN G C O D E
If a m alfunction o c cu rs in co m p o n e n ts w hich the EC-AT control unit can diagnose, the control unit
causes the H O LD in d ica to r to flash w hile the m alfunction is continuin g. At the sam e tim e, the control
unit m em orizes the c o d e of the m alfunction for diagno sis with the E C -A T T e s te r.
The flashing of the H O L D in d ica to r goes out if the m alfunction recovers.
W hen the EC-AT 1-pin service c o n n e cto r is g ro u n d e d and the ignition switch is tu rn e d ON, the EC-AT
control unit ou tp u ts any m em orized w arning co d e s by flashing of the H O LD indicator.
The E C -A T T e s te r d ispla ys the c o d e s by nu m b e rs w hen co n n e cte d to the 6-pin service connecto r.
If there is m ore than one m alfunction, the c o d e num bers are disp la ye d in num erical order.
86U07B-520
7B— 19
Warning Code Table
The fo llo w ing tab le show s m alfunction c o d e num b e rs and co d e patterns.
Malfunction Code number Code pattern
Vehicle speed sensor

06 JUKIJU IIL I
Throttle sensor
,2 fL JUL_
Pulse generator
55 JT T in n jiiiL
1-2 shift solenoid valve
60 JT in n rirL
2-3 shift solenoid valve 61
UUl
2-3 shift solenoid valve
62 JT in n n ru 111
Lock-up solenoid valve
Note .
63 u -0 .4 sec
inrm n"I nun-

1.2 sec I"*
The memory of a malfunction can be cancelled by disconnecting the negative battery ter
1.6 sec
86U07B-521
minal for approximately 5 seconds.
7B—20
DIFFERENTIAL
86U07B-522
In o rd e r to pre ven t lateral v ib ra tio n s d u rin g sud d e n acceleration from a stop, the center line of the
differential is lower, and the d rive sh ^ft angle has been reduced.
Refer to Section 9 for m ore inform ation.
OIL COOLER
Water-cooled
Oil cooler
(Radiator)
Air cooled
Oil cooler
86U07B-523
An air-cooled oil co o le r is a d d e d to the p re vio u s w ater-cooled oil co o le r to further re d u ce the te m p e ra

ture of the a utom atic transm ission fluid. The oil flow is show n below.
*
7 B -2 2
CONDITION
X
«<
a
o
2-4 brake band O
Throttle pressure —*
o
Throttle modulated pressure E
S
N EACH
Line pressure
Throttle valve Forward clutch Torque converter pressure S3

pressure 3
in
w
R everse clu tch
p re s s u re -------
RANGE
ing clutch pressun Low and reverse
braKe pressure
1-2 accum ulato r
3-4 clutch pressure T o oil cooler
j Lock-up
control
valve
N-R
accumulator
{2-3 accumulator
'-J
CD
ro [2-3 Tim ingf

co valve 18
Coasting
I bypass
Bypass valve valve
Servo control y
valve (Blocked)
Throttle Pressure
modifier 3-4
modulator valve shift
vaive (Blocked) valve
Throttle
back-up
valve
(Blocked) Low
reducing
valve
Pressure
regulator
valve
3-2
JManual timing 3-2
if valve valve jcapacity
valve
86U07B-524
Oil pump
REVERSE GEAR (R RANGE)
and
Reverse clutch (C-t) reverse brake (B 2)
86U07B-525
O p e r a tin g E le m e n ts :
Reverse clutch (C4), low and reverse brake (B 2)
P o w e r F lo w
The fo rce (counte rclo ckw ise ) from the tu rb in e shaft is input (counterclockw ise) to the large sun gear
(S i) by the reverse clutch (C4).
The input (counterclockw ise) of the large sun gear (S i) causes the long pinion (P i) to rotate (clockwise).
B ecause planeta ry ca rrie r (C) is held at th is%tim e by low and reverse brake (B2), the ou tp u t passes
th ro u g h internal ge a r (R), and flow s from the o u tp u t ge a r (clockw ise).
N o te
A ll d ir e c tio n s o f r o ta tio n a re a s v ie w e d fr o m th e o il p u m p .
7B—24
(
Hydraulic Circuit (R Range)

A p ply side 9 f W F l -
2-4 brake band
Throttle pressure
Throttle modulated pressure
Line pressure
Forw ard clutch Operating line pressure

pressure--^
Reverse clutch ] Torque converter pressure
pressure
1-2 accum ulato r

Low and reverse
-Coasting clutch pressure
brake pressure
3-4 clutch pressure -To oil cooler

Lock-up
control
valve
N-R accumulator,
accumulator /2-3 accumulator
-'vl
CD
2-3 Timing
valve 18
Coasting
l\D bypass
cn
Bypass valve valve
Servo control *
valve (Blocked)
Pressure
Throttle modifier 3-4
valve
valve (Blocked)
Throttle
; back-up
valve
(Blocked) Low
reducing
valve
Pressure
regulator 20
valve 3-2 20
timing 3-2
[Manual capacity
Ivalve valve
valve
86U07B-526
Oil pump
H ydraulic
A p p ly side
2-4 brake band Throttle pressure
C ircu it (N R ange, Below

Line pressure
Throttle vaive
Torque converter pressure
Forw ard clutch

pressure
R everse clu tch
pressure-—------- Low and reverse
-Coasting clutch pressure)
brake pressure
1-2 accum ulato r To oil cooler

3-4 clutch pre
Lock-up
control
valve
A p p ro x . 18 km/h
N-R
CD
2-3 Tim ing
vaive
ro
CD
vaive
(11
l Pressure
Throttle
modulator modifier 1-2
shift
valve
m p h ))
valve valve
(Blocked)
Throttle
back-up
valve
(Blocked) Low
reducing
valve
Pressure
regulator
valve
Manual 3-2
| valve' capacity
valve
l s d NRP
86U07B-527
I Oil pump
Hydraulic
2-4 brake band
Throttle pressure
Circuit (N Range, Above Approx. 18 km/h (11 mph))

Throttle valve
Line pressure

Forw ard clu tch
pressure..
R everse clutch
pressure
Coasting clutch pressure) |

brake pressure
1-2 accum ulato r

3-4 clutch pressure: •To oil cooler
Lock-up
control
valve
N-R
accumulator accumulator
2-3 accumulator]
'-J
03
2-3 Tim ing
l\D valve 18
Coasting
-v j
bypass
Bypass valve valve
Servo control <
valve (Blocked)
Pressure
Throttle
J modifier
modulator
1 valve
vaive x (Blocked)
Throttle
back-up
valve
(Blocked) | Low
reducing
Ivalve
Pressure
regulator
valve
l, -M timing
3'2 20
I Manual 3-2
valve capacity
I valve
valve
86U07B-528
1ST GEAR (D, S, AND L RANGES)
One-way clutch 2
(OWC 2)
One-way clutch 1
(OWC 1)
Forward clutch (Ci)
86U07B-529
Operating Elements:
Forw ard clutch (C i), o ne-w ay clu tch 1 (OW C1), one-w ay clutch 2 (OWC2)
Power Flow
W hen the fo rw a rd clutch (C i) is e n ga g e d, the fo rce of the tu rb in e shaft (counterclockw ise ) is tra n s
ferred, via the reverse-forw ard drum , to the outer race of the one-w ay clu tch 1 (OWC1).
Rotation (clockw ise) of the inner race is prevented by the action of one-w ay clutch 1, and the small
sun g ear (S2) rotates (counterclockw ise).
The rotation of this sm all sun gear (S 2) causes the short pinion (P 2) to rotate (clockw ise) and the long
pinion (P i) to rotate (counterclockw ise).
B ecause o ne-w ay clu tch 2 (OW C2) is activated at this tim e, the po w e r flow s th ro u g h the internal gear
(R) and out from the o u tp u t ge a r (counterclockw ise).
The e n gin e brake effect is not possible, b ecause the one-w ay clutch 1 allow s slippage.
Note
ASS directions of rotation are as viewed from the oil pump.
7B—28
Hydraulic
A p ply side
Circuit (D range, 1st)

Line pressure
Throttle v a lv e Operating line pressure
Forw ard clu tch Torque converter pressure

p re s s u re -^ ^ ^
R everse clu tch

pressure---------- Low and 'e verse
Coasting clutch pressure
brake pressure
1-2 accum ulato r 3-4 clutch pressure; To oil cooler

Lock-up
control
valve
N-R
12-3 accumulator
"N1
CD
!
r\D i18
CD Coasting
bypass
Bypass valve valve
Servo control *
valve (Blocked)
Throttle :□ Pressure
I Rii modulator J modifier 1-2 3-4
shift shift
2 i | valve
] valve valve valve
x (Blocked)
Throttle
back-up
valve
(Blocked) Low
reducing
valve
19
Pressure
regulator
valve
20
Manuaf 3-2
valve [capacity
valve
76U07B-586
Hydraulic Circuit (S range, 1st)
A p ply side 9
2-4 brake band
3 3 Throttle pressure
H ! Throttle modulated pressure
■ H Line pressure
Throttle valve
SBE Operating linge pressure
Forw ard clu tch
p re s s u re -^ MW Torque converter pressure
R everse clu tch
pressure-------- ___
toasting clutch pressure Low and reverse
brake pressure
1-2 accum ulato r
3-4 clutch pressure
To oil cooler
Lock-up
control
valve
7 N-R
accumulator
2-3 accumulator
~V|
CD
valve 18
CaD Coasting
O bypass
Bypass valve valve Servo control y
valve (Blocked)
IThrottle -> Pressure

modulator =1 modifier 1-2
I valve shift
' valve valve
x (Blocked)
Throttle
back-up
valve
(Blocked) Low
reducing
valve
Pressure
regulator
20
20
3-2
timing 3-2
Manual
valve capacity
valve
valve
86U07B-530
I Oil pump
Hydraulic
Throttle pressure
A p ply side
2-4 brake band Throttle modulated pressure
Circuit (L range, 1st)

Line pressure
Operating line pressure
Throttle valve Low reducing pressurre

F orw ard clutch Operating low reducing pressure
p re s s u re ^ ^
R everse clu tch Torque converter pressure

pressure-----------
Coasting clutch pressure Low and reverse
brake pressure
-2 accum ulato r
3-4 clutch pressuri To oil cooler
Lock-up
control
*a ve
p N-R N-D accumulator

accumulator
/2-3 accumulator!
CD 2-3 timing
valve
Coasting
00 Bypass
bypass
valve
valve Servo control y
valve (Blocked)
£1 Pressure
Throttle 3-4
3 modifier 1-2
modulator shift shift
1 valve
valve x (Blocked) valve valve
Throttle
• back-up
valve
(Blocked) Low
reducing
valve
Pressure 2z
regulator valve
3-2
timing 3-2
(Manual capacity
valve valve valve
86U07B-531
1ST GEAR (HOLD L RANGE)
One-way clutch 2
(OWC
Low and reverse brake
(Bz)
Coasting ciutch (C 2)
One-way clutch 1
(OWC 1)
Forward clutch (Ci)
86U07B-532
Operating Elements:
F orw ard clutch (C i), coasting clutch (C 2), low and reverse brake (B 2), one-w ay clutch (OW C1)
Power Flow
The 1 range (1st gear) is the sam e as in D range (1st gear) exce p t that the coasting clu tch (C 2) is
engaged, and the low and reverse brake (B 2) engages instead of one-w ay clutch 2 (OWC2), thus secur
ing th e planetary carrie r (C), and, e n g ine brake effect is possible.
7 B -3 2
Hydraulic Circuit (Hold; L range, 1st)
A p p ly side 9 r W p r~ ^ □ r Throttle pressure
2-4 brake band Throttle modulated pressure
Line pressure
Low reducing pressure

Forw ard clutch
Throttle vaive p re s s u re -^ Operating low reducibg pressure
Reverse clutch
pressure-—
toasting clutch pressure I o w and rovfi'se
brake pressure
1-2 accum ulato r

clutch pressurt To oil cooler
ILock-up
control
I valve
N-R N-D accumulator

CD 2-3 timing
valve
I Bypass Coasting
GO
GO valve bypass
valve Servo control-y
valve (Blocked)
Throttle £1 Pressure
modulator
3 modifier 1-2 3-4
1 valve shift shift
valve x (Blocked) valve valve
Throttle
- back-up
"valve
(Blocked) Low
reducing
valve
Pressure 23
regulator valve
3-2
timing 3-2
(Manual capacity
valve valve valve
86U07B-533
2N D G E A R (D , A N D S R A N G E )
2-4 brake
(Bi)
Revolution
Revolution
clutch 1
(OWC 1)
clutch (Ci)
86U07B-534
O p e r a tin g E le m e n ts :
F orw ard clutch (C i), 2-4 b rake (B i), o ne-w ay clutch (OW C1)
P o w e r F lo w
The fo rce (counterclockw ise ) of the tu rb in e shaft, as a result of the e n g a g e m e n t of the fo rw a rd clutch
(C i), causes the small sun g e a r (S2) to rotate (counterclockw ise), the sam e as in D range (1st gear).
The rotation of this sm all sun g e a r (S 2) causes the short pinion (P 2) to rotate (clockw ise), and the long
pinion (P i) to rotate (counterclockw ise ).
B ecause the large sun ge a r (S i) is se cured 'at this tim e, the planeta ry ca rrie r (C) revolves a round the
large sun ge a r (S i) and the p o w e r flow s (co unterclockw ise ) from the ou tp u t gear, via the internal gear
(R).
The e ngine brake effect is not possible, as in D range (1 st gear), because of one-w ay clutch 1 slippage.
N o te
A ll d ir e c tio n s o f r o ta tio n a re a s v ie w e d fr o m th e o il p u m p ,
7B—34
Hydraulic
2-4 brake band
Throttle pressure
Circuit (D range, 2nd)

Line pressure
Throttle valve

Forw ard clutch
p re s s u re ^ ^
Reverse clu tch
pressure— -,.__
-Coasting clutch pressure Low and reverse
brake pressure
1-2 accum ulator
3-4 clutch pressure To oil cooler
Lock-up
control
valve
N-R
accumulator
CD
valve 18
I [Coasting
03
cn valve
Bypass valve
Servo control x x
valve (Blocked)
Pressure
Throttle modifier 1-2
modulator shift
valve valve
valve (Blocked)
Throttle
back-up
tfalve
(Blocked) Low
reducing
valve
19
Pressure
regulator
valve 271! Ill20
Manual
ciM.. -H ii«H tim inq 3-2
capacity
|§ valve W X
valve
valve
76U07B-588
Oil pump
Hydraulic
A p p ly side
Throttle pressure
Circuit (S range, 2nd)

Line pressure

Lock-up
control
valve
-n !
CD
I
<J>
CO
86U07B-535
I Oil pump
MEMO
2ND GEAR (HOLD S, AND L RANGES)
2-4 brake
(Bi)
Coasting clutch (C 2)
One-way clutch 1
(OWC 1)
Forward clutch (Ci)
86U07B-536
Operating Eiements:
F orw ard clutch (C i), coasting clutch (C 2), 2-4 brake (B i), one-w ay clutch 1 (OWC1)
Power Fiow
The 2 and 1 range (2nd gear) op erate the sam e as in D range (2nd gear), e xce p t that one-w ay clutch
1 (OW C1) is locked as a result of the e n g a g e m e n t of co asting clutch C 2 , and the engine brake effect
is possible.
7B—38
Hydraulic Circuit (Hold; S range, 2nd)
A p ply side 9 (V O ^
2-4 brake band
JS- □ Throttle pressure
□ Throttle modulated pressure
Line pressure

Throttle valve
Forward clutch Torque converter pressure
p re s s u re -^
R everse clu tch
pressure----------- -Coasting clutch pressure Low and 'a verse
brake pressure
1-2 accum ulato r

3-4 clutch pressure To oil cooler
Lock-up
control
valve
N-R
accumulator accumulator,
accumulator
"'J
U3 2-3 Tim ing
valve 18
Coasting
GO
CD bypass
Bypass valve valve
Servo control x
valve (Blocked)
iPressure
Throttle modifier 1-2 3-4
modulator shift shift
valve valve
valve '(Blor^d) valve
Throttle
back-up
valve
(Blocked) Low
reducing
valve
Pressure T ~ T
regulator
valve
3-2
Manual timing 3-2
valve valve capacity
valve
86U07B-537
Oil pump
I
Hydraulic Circuit (L Range, 2nd; Below
A p p ly side
Line pressure
Throttle valve
Forw ard clu tch
pressure^. Low reducing pressure
Reverse clu tch
p re ssu re — _ Torque converter pressure
brake pressure
1-2 accum ulato r 3-4 clutch pressure- To oil cooler

. Lock-up
!! control
valve
N-R
accumulator
'2-3 accumulator
Approx. 110 km/h (68 mph))

"vl
CD 2-3 Tim ing
valve 18
Coasting
O bypass
Bypass valve valve
Servo control•1V!
valve (Blocked)
Throttle Pressure
modulator
modifier 1-2 3-4
valve shift shift
valve (Blocked) valve valve
Throttle
back-up
valve
[Blocked) Low
reducing
valve
19
Pressure
regulator
valve 3-2
Manual timing 3-2
|| valve valve capacity
valve
86U07B-538
Hydraulic Circuit (L Range, 2nd; Above Approx. 110 km/h (68 mph))
A p ply side
2-4 brake band
a Throttle pressure
I Throttle modulated pressure
i Line pressure
Throttle valve
H Operating line pressure
Forward clutch
p re s s u re ^
3 Low reducing pressure
R everse clutch
p re ssu re — j Torque converter pressure
toasting clutch pressure Low and reverse
' brake pressure
1-2 accum ulato r 3-4 clutch pressure; To oil cooler

Lock-up
control
valve
T n -r
accumulator
*2-3 accumulator
"sl
CD 2-3 Tim ing
I valve 18
Coasting
bypass
Bypass valve valve
[Servo control■y
j valve (Blocked)
Throttle Pressure
modifier
modulator
valve
valve (Blocked)
Throttle
back-up
valve
(Blocked) Low
reducing
valve
19
Pressure
regulator
valve 20
!3-2
Manual timing 3-2
i valve valve capacity
valve
86U07B-539
3RD GEAR (D AND 2 RANGES)
3-4 clutch (C 3)
Coasting clutch
(C 2)
One-way clutch 1
(OWC 1)
Forward clutch (Ci)
86U07B-540
Operating Elements
F orw ard clutch (C i), coastin g clutch (C 2), 3-4 clutch (C3)
Power Flow
Pow er fo rce (counterclockw ise ) of the tu rb in e shaft is transferred from the 3-4 clu tch (C3) to the plane
tary ca rrie r (C). Also, p o w e r force is transferred, via the fo rw a rd clutch (C i) and the co asting clutch
(C 2), to the small sun gear (S 2),
As a result, the planetary carrier (C) and the small sun ge a r (S2) rotate (counterclockw ise ) at the sam e
speed. *
The internal gear (R) also rotates (counterclockw ise ) at the sam e speed, and there is pow er output
from the ou tp u t gear.
Because o ne-w ay clutch 1 (OW C1) is locked as a result of the e n g a g e m e n t of the fo rw a rd clutch (C i)
and the coasting clutch (C 2), the e ngine brake effect is possible.
Note
Al! directions of rotation are as viewed from the oii pump.
7B—42
Hydraulic Circuit (D Range, 3rd; Below
2-4 brake band
Throttle pressure
Release
Line pressure
Throttle valve

Forw ard clutch
pressure..
R everse clu tch
p ressure-.__
toasting clutch pressurt
1-2 accum ulato r

To oil cooler
Lock-up
control
valve
N-R
accumulator
12 3 accumulator

"sl
CD raTirni
I valve 18
Coasting
GO bypass
Bypass valve valve
Servo control *
valve (Blocked)
Pressure
Throttle 1-2 3-4
modifier
modulator valve shift shift
valve (Blocked) valve valve
Throttle
back-up
valve
(Blocked) Low
reducing
valve
19
Pressure
regulator
:;i)
valve
3-2
Manual timing 3-2
valve
86U07B-541
Oil pump
Hydraulic
2-4 brake band
Throttle pressure
Circuit (D Range, 3rd; Above Approx. 40 km/h (25 mph), lock-up ON)
Throttle modulated
Line pressure
Throttle valve Operating line pri

Forw ard clu tch
p re s s u re ^
Torque converter
R everse clu tch
pressure-—
brake pressure
1-2 accum ulato r
p re s s u re ' To oil cooler
Lock-up
control
valve
N-R
•2-3 accumulator
-Nl
w i 8|2 -3 lT m T n g
■valve
Coasting
bypass
valve
Servo control *
valve (Blocked)
Throttle M V -p Q Pressure
modulator
^ ntZJ modifier 1-2 3-4
f] valve shift shift
valve | | x (Blocked) valve valve
Throttle
back-up
valve
(Blocked)
reducing
valve
19
Pressure
regulator
valve 120
3-2
Manual timing 3-2
valve valve [capacity
valve
86U07B-542
Oil pump
Hydraulic
2-4 brake band
Throttle pressure
Circuit (S Range, 3rd; Below

Line pressure
Throttle valve
Forw ard clu tch Operating line pressure
p re s s u re .
R everse clutch
pressure^__^
Coasting clutch pressure!

1-2 accum ulato r
To oil cooler
Lock-up
control
valve
N-R
accumulator
12-3 accumulator

-vJ
CD [2-3 Tim ing
valve
I ICoasting
cn bypass
valve
Servo control x x
Ivalve (Blocked)
V jj Throttle :□ Pressure
J modifier 1-2
modulator shift
1 valve
|2 i I valve x (Blocked) valve
Throttle
back-up
valve
(Blocked) Low
reducing
valve
19
Pressure
regulator
valve 20
3-2 20
Manual timing 3-2

y valve valve capacity
valve
86U07B-543
Oil pump
Hydraulic Circuit (S Range, 3rd; Above Approx. 40 km/h (25 mph))
A pply side
2-4 brake band
1 Throttle pressure
1 Throttle modulated pressure

Throttle valve
H Line pressure
Forward clutch I Operating line pressure

p re s s u re ^
R everse clu tch
p re s s u re -^
Low and reverse

Coasting clutch pressure]
brake pressure
1-2 accum ulato r

To oil cooler
Lock-up
control
valve
[7 N-R
accumulator Iff N-D accumulator
12-3 accumulator
CD
valve 18
1Coasting
bypass
CD
Bypass valve valve
Servo control x x
[valve (Blocked)
Throttle Pressure
modifier 1-2 3-4
mMMM' 4 —11Bo* modulator valve shift shift
21 H 21 valve (Blocked) valve valve
Throttle
back-up
valve
(Blocked) Low
reducing
valve
19
Pressure
regulator
valve
3-2
timing 3-2
Manual
valve
86U07B-544
OIAI3W
OD (D RANGE)
2-4 brake
(Bi 3-4 clutch (C3)
One-way clutch 1
(OWC 1)
Forward clutch (Ci)
86U07B-545
Operating Elements:
F orw ard clutch (C i), 3-4 clutch (C3), 2-4 b rake (B i)
Power Flow
The fo rce (counterclockw ise ) from the tu rb in e shaft, as a result of the e n g a g e m e n t of the 3-4 clutch
(C3), causes the planetary carrier (C) to rotate (counterclockw ise).
B ecause the large sun gear (S i) is secured by the e n g a g e m e n t of the 2-3 brake (B i) at this tim e, the
p ow e r flow s out, th ro u g h the internal g e a r (R), to the o utput gear.
The fo rce from the tu rb in e shaft is also a p p lie d to the forw ard clu tch (C i), but, because the rotation
of the sm all sun g ear (S2) (counte rclo ckw ise ) is faster than that of the fo rw a rd clutch, one-w ay clutch
1 (OW C1) slips, and fo rce is not applied.
The engine brake effect tries to rotate the planetary carrier (clockwise), but, because rotation is prevented,
reverse drive is a p p lie d to the engine.
As a result the e ng ine brake effect is possible.
Note
All directions of rotation are as viewed from the oil pump.
7B—48
Hydraulic
Apply side 9
4 brake band
Throttle pressure
Circuit (D range, OD; Lock-up

Line pressure
Throttle valve
Forward clutch Operating line pressure

pressure.
Reverse clutch
pressure-^._
—Coasting clutch pressure Low and reve rse1

brake pressure
1-2 accumulator
3-4 clutch pressure^ To oil cooler
Lock-up
control
valve
N-R
accumulator ilator M '
accumulator]
ON)
~v|
CD FcTTNTfinj
I valve
4^ [Coasting
CD bypass
Bypass valve valve
Servo control *
valve (Blocked)
i w j Throttle Pressure
modifier 1-2
1; 2 M valve (Blocked) valve
Throttle
valve
(Blocked) Low
reducing
valve
19
Pressure
regulator
valve 20
3-2
timing 3-2
Manual
I valve ‘valve [capacity
valve
86U07B-546
BODY ELECTRICAL SYSTEM
O U T L IN E ................... ............................................. . 15— 2

O U T LIN E OF C O N S T R U C T IO N ..................... 15— 2
LO C A TIO N OF S W ITC H E S ............................... 15— 2
LO C A TIO N OF RELAYS, SENSORS.
UNITS A N D S W IT C H E S ....... ......................... 15™ 3
M A IN F U S E B L O C K ...................................... 15— 4
F U S E S ............................................................... . 15- 5
R E L A Y B R A C K E T ................................................. 15— 6
C E N T R A L P R O C E S S IN G U N IT ( C P U )......... 15— 7
C IR C U IT D IA G R A M ............................................ 15— 8
F U N C TIO N .............................. ............................ 15— 9
C O M B IN A T IO N S W IT C H ................................ 1 5 — 10
C L U S T E R S W IT C H ...................... ........................ 1 5 — 11
M E TE R C L U S T E R ................................................. 1 5 — 12
FU EL G A U G E ............................. ........................ 1 5 — 13
W ATER TEM PER ATU R E G A U G E ............. . 1 5 — 14
D IM M E R C A N C E L A N D
TW IN TRIPM ETER C H A N G E ....................... 1 5 — 15
A U T O A D J U S T IN G S U S P E N S IO N ( A A S ) ... 1 5 — 16
O U T L IN E ......................................................... 1 5 — 16
S TR U C TU R A L V IE W .......................................... 1 5 — 16
SELF-D IA G N O SIS F U N C T IO N ....................... 1 5 — 17
H O W TO USE SELF-D IAG N O SIS SYSTEM . 1 5 — 17
A U T O M A T IC S H O U L D E R B E L T S ................. 1 5 — 20
S TR U C TU R A L V IE W .......................................... 1 5 — 20
H O W TO USE THE EM E R G E N C Y H A N D LE 1 5 — 21
T H E F T -D E T E R R E N T S Y S T E M ........................ 1 5 — 22
C IR C U IT D IA G R A M ............................................ 1 5 — 23
O PER ATIO N P H A S E .......................................... 1 5 — 24
86U15X-501
OUTLINE
OUTLSNE O F C O N S T R U C T IO N
1. A central processing unit (CPU) inco rp oratin g nine functions is p ro vid e d for im proved serviceability.
2. The relay brackets c o n so lid a tin g the flasher unit and nine relays are used for im p ro ve d reliability
and serviceability.
3. A u to a djusting suspensio n (AAS) system has self-diagnosis system easing inspection.
4. Im p ro ve d point on the auto m atic sh o u ld e r belt system is e m e rg e n c y h a ndle for an em ergency.
5. The function of the theft-de te rre nt system control unit is built into the CPU.
L O C A T IO N O F S W IT C H E S
15—2
LO C A TIO N OF RE LAY S , SENSO RS, UNITS AND SW ITCHES
D oor S W
86U15X-503
15—3
MAIN FUSE BLOCK
< O h-O < Q

uj c o
THE DESIGNATED FUSE ONLY
86U15X-504
Slow blow ty p e m ain fuses are used for im p ro ve d reliability and serviceability.
15—4
FUSES
Joint b ox- Circuit

breaker
(H eater)
Reset
button
Fuses USE THE DESIGNATED FUSED ONLY
86U15X-505
The fuses are con ta in e d in the join t box located on the left front side panel.
A bim etal ty p e circuit b reaker is p ro vid e d in the circu it for safety, because the rear w in d o w defroster
and heater need a large current. If th£ circu it is o p e n e d by the circu it breaker, inspect the circuit, then
reset it by pushing the reset button.
RELAY BRACKET
86U15X-506
The relay b rackets c o n so lid a tin g the flasher unit and nine relays are used fo r im p ro ve d reliability and
serviceability.
The relay b rackets are installed on the cow l panel and u n d e r dash panel.
Relay and Unit Location Number

Flasher unit Under dash panel —
Stop and tail light checker relay Under dash panel —
Circuit opening relay ** Under dash panel —
Rear defroster relay Under dash panel —
Starter cut relay Under dash panel —
EGI main relay On the cowl panel I

EGI main relay On the cowl panel I
Cooling fan relay No.1 *1 On the cowl panel 1
Horn relay On the cowl panel —
Cooling fan relay No.2 On the cowl panel —
* Cooling fan relay no.1 is for models equipped with 4EAT.
15—6
CENTRAL PROCESSING UNIT (CPU)
86U15X-507
The central p roce ssing unit (CPU) co n tro lle d by a m ic ro co m p u te r is co n n e cte d directly to the joint
bo x for im p ro ve d reliability and to elim inate the w irin g harness and co n n e cto rs betw een the CPU and
join t box.
The fu n ctio n s in clu de d in the CPU are as follow s.
S ound A larm System

Key re m in d e r alarm
Lights-off rem ind e r alarm
Seat belt alarm
A u to m a tic sh o u ld e r belt alarm
E xcessive tu rb o c h a rg e r boost pressure alarm
T im er System
Seat belt tim er
Key illum ination light tim er
Interior light tim er
T heft-deterrent System
15—7
CIRCUIT DIAGRAM
Lir:----- J l
© © ©© © © © © ©© © © © © <8>
©
©
@ © @ ® © @
86U15X-508
15—8
t
k
* FUNCTION
, Sound Alarm System
Function Activation condition Sound alarm operation
Key reminder alarm 1. Key reminder switch ON.

2. ignition switch OFF.
3. Door switch ON.
if three of them are maintained simultaneously. Sounds two times.
Lights-off reminder 1. Light switch ON.
alarm 2. Ignition switch ON.
3. Door switch ON. ON
If three of them are maintained simultaneously.
Seat beit alarm 1. Seat belt timer ON. OFF
2. Seat belt switch ON.
If two of them are maintained simultaneously.
i Passive shoulder belt 1. Ignition switch ON.

alarm (only automatic 2. Shoulder belt is moving. Sounds continuously.
shoulder belt model) If two of them are maintained simultaneously.
Turbocharge alarm 1. Ignition switch ON. ON
(only turbocharge model) 2. Intake manifold boost pressure is higher
than established boost pressure. OFF-
If two of them are maintained simultaneously.
86U15X-509
Timer System
Function Activation condition Sound alarm operation
Seat belt tim er Approx. 6 sec since ignition switch is turned on Illuminates seat belt warning light.
from off.
Key illumination light Approx. 30 sec or turning ignition switch on Illuminates seat belt warning light.
timer since if two of following are maintained simul
taneously.
1. Door switch ON.
2. Ignition switch ON.
Interior light timer Approx. 4.5 sec since door switch is turned on. Holds illumination of interior light
for 0.5 sec and decreases light for
4.0 sec.
86U15X-510
I
, Theft-deterrent System
• Refer to pag e 15— 22.
►
\
*
15—9
COMBINATION SWITCH
W indshield wiper and washer

Light and turn switch lever
switch and cruise control
switch iever
Steering angle sensor

Alignment mark
a. With INT
c. With INT and auto cruise
b. With INT adjust d. With INT adjust and auto cruise
— INT V u ?
86U1SX-511;
The co m b in a tio n sw itch d e p e n d s on w here the vehicle is e q u ip p e d with cruise control, steering angle
sensor and adjustab le interm ittent wiper.
Windshield Wiper
An interm ittent w ipe r control is pro vid e d in the switch. The interval tim e betw een w iper o peration s can
be a djusted freely betw een 1.5 to 10 seconds.
1 5 -1 0
CLUSTER SWITCH
FRONT VIEW
Digital clock
Swing louver seitch
2 Switch type 4 Switch type 2 Switch type 4 Switch type
Rear ■MS
Hazard
- wiper
Hazard
A SW
Rear SW
-def. SW
switch Rear - 3 Rear
-washer 'def.
a
SW SW
REAR VIEW C i'P
Screw
Screw
86U15X-512
The cluster sw itch has tw o types as show n below .

A tim er circu it (15 m inutes) is in co rp o ra te d in the rear w in d o w defroster switch to prevent battery d is
c h a rg e if the sw itch is not switchecKDFF.
Appiied modes
Type Switch Switch Type
MX-6 Sedan Touring sedan
Two switches type Rear window defroster switch Rocker O O —
Hazard switch Rocker o O —
Rear wiper switch Push — — O
Rear washer switch Push — — O
Four switches type
Hazard switch Push — — o
Rear window defroster switch Push — —• o
15— 11
METER CLUSTER
D IG IT A L E L E C T R O N IC D IS P L A Y M E T E R
A N A L O G D IS P L A Y M E T E R
86U15X-513
There are tw o typ es of m eters: analog disp lay m eter and digital electronic d isplay meter.
For vehicles e q u ip p e d with an a utom atic transm ission (4EAT), shift selector m ode position indicator
lights are in clu d e d in the m eter. «>
1 5 -1 2
FUEL GAUG E
Display expanded foor 5
Usual display seconds after pressing scale
change switch
E I P FUEL E f t FUEL F
ST~T gaf
□ v □ v □
Usual display Expanded display

Segment Resistance (ohm) Remaining fuel (liter)
Resistance (ohm) Remaining fuel (liter)
1 -1 0 Less than 8.0 Over 54.5 Less than 62.5 Over 16.5
1— 9 8 .0 -1 4 .0 49.0—54.5 62.5—66.5 15.5— 16.5
1 - 8 1 4 .0 -2 0 .0 43.5—49.0 66.5— 70.5 1 4 .5 -1 5 .5
1— 7 2 0 .0 -2 5 .0 38.0—43.5 70.5— 74.5 1 3 .5 -1 4 .5
1— 6 25.0—30.0 32.5—38.0 7 4 .5 -7 8 .5 1 2 .5 -1 3 .5
1 - 5 3 0 .0 -3 7 .0 2 7 .0 -3 2 .5 78.5— 82.5 1 1 .5 -1 2 .5
1— 4 37.0—46.5 2 1 .5 -2 7 .5 82.5—86.5 1 0 .5 -1 1 .5
1 - 3 46.5—63.5 16.0—21.5 86.5—90.5 9 .5 -1 0 .5
1— 2 63.5—86.5 10.5— 16.0 90.5—93.5 8.5—9.5
1 8 6 .5 -9 8 .5 7.5— 10.5 9 3 .5 -9 8 .5 7 .5 - 8 .5
ANALOG DISPLAY METER
Graduation
Resistance © ©
Fuel gauge unit (ohm) 95.0 7.0
86U15X-514
D ig ita l E le c tr o n ic D is p la y M e te r
1. The fuel g a u g e detects the electrical resistance of the float typ e fuel ta n k unit, and displays this as
the a m o u n t of fuel rem aining. *
2. W hen the a m o un t of fuei rem aining is 15 lite r s (3 .9 US g a l, 3 .3 Im p g a l) or less, the d isplay can
be e xpanded for greater detail by pressing the scale change button. The display autom atically returns
to the usual d ispla y after a p prox. 5 seconds.
3. W hen the am o un t of fuel rem aining is less than 10 lite r s (2 .6 US g a l, 2 .2 Im p g a l) the fuel w arning
light illum inates and the low est segm ent of the display flashes.
A n a lo g D is p la y M e te r
1. A bim etal ty p e fuel g a u g e is used.
2. The fuel g a u g e detects the resistance of the float typ e fuel g a u g e unit and operates the pointer by
c h a n g in g the am o un t of cu rren t to the bim etal.
15— 13
W ATER TEM PERATURE GAUGE
indication characteristic
S egm ent R esistance (ohm ) T e m p e ra tu re °C (°F)
C J^TEMP H 1— 10 Less than 17 Over 130 (266)
1— 9 17.0—20.2 122 (252)— 130 (266)
□ v □ 1— 8 20.2—26.7 115 (239)— 122 (252)
1— 7 26.7—28.5 110 (230)— 115 (239)
1“ 6 28.5—33.1 105 (221)— 110 (230)
1— 5 33.1—39.4 70 (158)— 105 (221)
1— 4 89.4— 120.8 60 (140)— 70 (158)
1 - 3 120.8— 145.4 55 (131)—60 (140)
1- 2 145.4— 177.4 50 (122)— 55 (131)
1 Over 177.4 Less than 50 (122)
A N A L O G D IS P L A Y M E T E R
__ G raduation
R esistance C H
Thermo gauge USA spec. 153.9 12.4

unit (ohm) CANADA spec. 233.0 16.1
86U15X-515
D ig ita l e le c tr o n ic d is p la y m e te r
1. The w ater tem perature gauge detects the resistance of the therm istor type therm o sensor, and dis
plays this as the engine coolant tem perattire.
2. All segm ents flash if the engine coolant tem perature reaches 1 2 2 ° C (2 5 2 °F ).
A n a lo g d is p la y m e te r
1. A bim etal type therm o m eter is used.
2. The w ater tem perature gauge detects the resistance of the therm istor type therm o g a u g e unit and
operates the pointer by c h a n g in g the am ount of current to the bimetal.
15— 14
D IM M E R C A N C E L A N D T W IN T R IP M E T E R C H A N G E
(D IG IT A L E L E C T R O N IC D IS P L A Y M E T E R )
D IM M E R C A N C E L
TWIN TRIPMETER CHANGE
Twin trip meter Trip change switch
86U15X-516
Dimmer Cancel
W hen the light switch is tu rne d on, the brightness of all the m eters and indicators on the instrum ent
pane! autom atically decreases to e a s /e y e strain, by pushing this switch the brightness returns to normal.
P ushing this sw itch again dim s the lights.
Twin Trlpmeter Change

The tw in trip m e te r can indicate tw o individual distances. To c h a n g e the trip indicator from ‘'A ” to “ B ”
or vice-versa, push the trip c h a n g e switch. ^
T rip “ A ” (or “ B ” ) is reset to zero by p ushing reset sw itch fo r approx. 1 second w hen trip !‘A " (or
“ B ” ) is indicated .
For exam ple, one m eter can be used to calculate the fuel e co n o m y and the other to m easure the total
d istance traveled.
15— 15
AUTO ADJUSTING SUSPENSION (AAS)
OUTLINE
The auto a dju sting suspension system fu n ctio n s to select various co m b in a tio n s of soft, hard or very
hard d a m p in g of the fro n t and rear sh o ck absorbers. This selection is based on d rivin g co n d itio n s
and the d riv e r’s ch o ice of “ S O F T ", “ N O R M A L A U T O ” or “ SPORT A U T O ” settings.
The auto adjusting suspension system also functions to also suppress the o c c u rre n c e of vehicle roll
ing, d iving and squating du rin g, co rn e rin g , braking and starting acceleration.
The AA S system is fu n d a m e n ta lly the sam e as previous 626 system.

The follow in g item s have ch a n g e d .
..... .....- .. Model New 626

Item Previous 626
Kickdown SW No Yes
Self-diagnosis system This system is for troubleshooting No
STRUCTURAL VIEW
86U15X-517
S E L F -D IA G N O S IS F U N C T IO N
The AAS control unit has a seif-diagnosis function d e tecting the unit itself, electrical parts for AAS sys
tem , and w iring harness open circ u it to inform m echanics. If it detects their m alfunctions, outputs the
o utpu t pattern to LW term inal of service co nnecto r a cco rd in g to the settled pattern for each m alfunction.
Troubleshooting against AAS system can be conducted by knowing the output pattern (See page 15— 18)
to dete ct tro u b le location.
HOW TO USE SELF-DIAGNOSIS SYSTEM

86U15X-518
By using the control units self-diagnosis function and

a voltm eter, m alfunctions of the system are easily d e
term ined. W hen dia g n o sin g m alfunctions, follow the
steps bellow.
1. C onnect a voltm eter to LW term inal of the service
co n n e c to r in e ngine room.
2. Read out the output patterns (See next page) in
fo llo w in g condition.
Checking Condition
Condition A
1. Turn the ignition sw itch off.
2. Start the engine.
3. Set steering wheel in the straight-ahead position
with idling, and c h e ck the o u tp u t pattern.
Condition B
1. Turn the ignition switch off.
3. Turn the steering wheel right and left with idling,
and c h e ck the ou tp u t pattern.
86U15X-519
15— 17
Condition C
1. Turn the ignition sw itch off.
^ A U T O ADJUSTING SUSPENSION
V i— AUTO — i
SOFT NORMAL SPORT 3. C hange the AAS switch from N O R M A L to SPORT
or from SPORT to N O R M A L, and c h e ck the o u t
put pattern.
Condition D
1. O perate the vehicle on a chassis roller.
2. C heck the ou tp u t pattern at abo ve 15 km /h (9.3
mph).
Caution
a) Block the rear wheels.
b)ln vehicle equipped with ABS, ABS warn
ing light may come on, which is not a
failure. The Sight goes off by turning igni
tion switch OFF and again ON.
Output Pattern
Condition Output pattern Malfunction

0.5sec 2sec
Vehicle speed sen
4.4V sor or wiring har
ness (Meter—Control
unit)
OV
0.5sec 0.5sec 2sec
Steering angle sen
(Set steering wheel in 4.4V sor or wiring har
straightahead position with ness (Angle
idling) sensor—Control unit)
OV
Normal operation or
wiring harness (Fuse
box—Control unit,
OV Control unit— Body
ground)
0.5sec 2sec
Vehicle speed sen
4.4V ^ sor or wiring har
ness (Meter—Control
unit)
B OV
(Turn the steering wheel 0.5sec 0.5sec 2sec
right and left with idling)
4.4V ^
Normal operation
OV
86U 15X-520
1 5 -1 8
Condition Output pattern Molf unction
Wiring harness
(Fuse box—Control
B C on t’d unit, Control unit—
Body ground)
OV
0.5sec
4.4V - *”
Normal operation
OV
0.5sec 0.5sec 2sec
Front actuators or
4 .4 V * wiring harness (Con
trol unit— Front right
or left actuator)
0V -
(Change the switch from
0.5sec 0.5sec 2sec
NORMAL to SPORT or Rear actuators or
from SPORT to NORMAL) 4 .4 V * wiring harness (Con
trol unit— Rear right
or left actuator)
OV-J
AAS switch or wiring

harness (Fuse box—
Control box and AAS
switch AAS switch—
Control box and
OV' Body ground)
0.5sec 2sec
4 .4 V ^
Normal operation
OV-
0.5sec 0.5sec 2sec
Speed sensor or Steer
4 .4 V * ing wheel angle sensor
(Jack up the vehicle, and
rotate the front wheel at or wiring harness (Con
above 15 km/h (9.3 mph) trol unit—Meter, Con
OV- trol unit—Angle sensor)
Speed sensor or Wir

ing harness (Control
unit—Meter, Fuse
box—Control unit, Con
OV' trol unit—Body ground)
86U15X-521
15—19
AUTOMATIC SHOULDER BELTS
S T R U C T U R A L V IE W
The autom atic sh ou ld e r belts system is fu n d a m e n ta lly the sam e as previous 626 system.
Im p ro v e d p o in t o n th e a u to m a tic s h o u ld e r b e lts s y s te m is e m e rg e n c y h a n d le fo r an e m e rg e n c y .
O p e ra tio n
1. T o re le a s e th e a u to m a tic s h o u ld e r b e lts
W hen a d o o r is op en e d , c u rre n t is cause d to flow to the m otor, regardless of the position of the
ignition sw itch, as a result of the signals o,f the d o o r catch sw itch and the m otor turns.
As a result, the autom a tic sh ou lde r belt b uckle m oves from (B ) to (A ) point.
W hen the auto m a tic sh ou lde r belt b u ckle m oves to point (A ), the current to the m otor is cut by the
fro n t side limit sw itch, and the m otor stops,
2. T o lo c k th e a u to m a tic s h o u ld e r b e lts
W hen a d o o r is closed and the ignition sw itch is sw itched ON, the autom atic shoulde r belt buckle
m oves from (A) to (B ) point.
W hen the auto m a tic sh ou lde r belt buckle m oves to point (B), the current to the m otor is cut by the
rear side limit switch, and the m otor stops.
15—20
HOW TO USE THE EMERGENCY HANDLE
Front
i= >
Connector
Left side Right side
Front
Front
C=>
Emergency handle Emergency hamdle
86U15X-523
If the autom atic sho u lde r belt fails to m ove to the rearm ost position, perform the follow ing p ro ce d u re s
to use the sho uld e r belt.
1, Turn the ignition switch “ OFF” .

2, Release the sh ou ld e r belt from the buckle using the e m e rg e n cy release button.
3, R em ove the cap located in the low er part of the center pillar trim.
4 Pull the electrical wiring harness out through the hole in the trim, and disconnect the con
nector to cut the battery power source to the motor
5. Fit the e m e rg e n c y ha ndle into the internal nut.
6. Turn the e m e rg e n c y h andle to m ove the b uckle rearw ard (for the right side, turn clockw ise; fo r the
left side, turn cou nte rclo ckw ise ).
M ove the b u ckle until an “ c lic k ” is heard.
7. After setting on the seat, insert the to n g u e of the shoulder belt into the buckle until an “ c lic k ” is heard.
1 5-21
THEFT-DETERRENT SYSTEM
Touring sedan model
Back door switch
Back door
key cylinder
Door switch
Lock link
switch
Door lock knob
Door key cylinder
switch
Lock link switch
Door switch
Control unit
(in the CPU)
Hood switch
' 86U15X-524
The theft de terre nt system on new 626 is fun d a m e n ta lly the sam e as previous 626 system.
The follow ing item s have been c h a n g e d for im p ro ve d reliability.
, — M odel
Item --------- New 626 P re vio u s 626
Control unit The function of the control unit involved The control unit is mounted under the
in the central processing unit (CPU) and driver's seat.
CPU is mounted on the joint box.
Trunk switch Yes No
ARMING2 phase ARMING2 phase is provided for return No
ing to ARMING1 when trunk is opened
and then closed by key in ARMING1.
ALARM 1 phase The headlights flashing is added to other The horn sounds intermittently and the
than previous 626 system. hazard warning lights flash for 5 minutes.
Security light operation While the phase is in ARMING1 or Though the phase is in ARMED, the
AR-MING2, the security light illuminates security light remains OFF.
every 3 seconds. And tell a burglar that
the vehicle has theft-deterrent system.
1 5 -2 2
C IR C U IT D IA G R A M
©®|©©© © © W---- 'I © ©©© ©©© @ (2k) ®

@ ©
©
(§>
©
86U15X-525
OPERATION PHASE
IN P U T OUTPUT
T im e r Key Lock K e y c y lin d e r S W
Phase IG Door Hood T ru n k
P e rio d reminder Security
lin k Driver Passenger C h im e Warning
SW SW SW SW T ru n k light
SW SW side side
ON
Dead — OFF OFF —
(At least one is ON)
Initial — OFF OFF OFF OFF OFF — — — — OFF OFF —
Pre 10sec ON
15 sec OFF OFF OFF OFF OFF OFF OFF OFF OFF — —
Arming 5secFLASH1
Arming 1 — OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF FLASH 2 —
Arming 2 — OFF OFF OFF OFF ON/OFF OFF OFF OFF — OFF FLASH 2 —
ON Horn, hazard light and

Alarm 1 5 min OFF OFF OFF OFF OFF headlight activated,
(At least one is ON)
starter won’t operate.
Alarm 2 ON/OFF ON/OFF ON/OFF ON/OFF ON/OFF Starter w on’t

— — OFF OFF OFF OFF OFF
operate.
86U15X-526
Explanation of Phase
Dead:
The co n d itio n w hile the key in the ignition sw itch (Any position).
The security light is not illum inated at this time. ■
initial:
The co n d itio n after the key has been re m oved from the ignition sw itch with the doors, hood and
tru n k/h a tch closed.
The security light is sw itched OFF at this time.
Pre-Arming
The co n d itio n in w hich, w ithout using the key, the door, hood or tru n k/h a tch is closed.
The security light illum inates fo r a period of 10 se conds at this tim e, and then flashes ra p id ly fo r about
5 seconds.
Arming 1
The con d itio n after the security light stops flashing from the " a rm in g " condition. The alarm system
is fully set. The security light illum inates e very 3 se co n d s in this phase.
Arming 2
W hen the c o n d itio n is A rm in g 1, if a tru n k is o p e n e d by the key (other d oors and a hood are closed),
the c o n d itio n ch a n g e s to arm ing 2. The security light illum inates every 3 se co n d s in this condition.
Alarm-1:
The c o n d itio n in w hich, w ith ou t using the key, either a door, the hood, or the tru n k/h a tch is opened,
or, the ignition circu it is short-circuited. The horn so u n d s interm ittently and the hazard-w arnin g light
flash for 5 m inutes.
The starter ca n n o t be o p e ra te d d u rin g this period unless the key is used to u nlock either do o r or
tru n k/h a tch . The secu rity light illum inates every 1 se co n d in this phase.
Alarm-2:
The c o n d itio n (after 5 m inutes have passed from the tim e alarm-1 w as activated) in w hich the w arning
system is d ea ctiva te d (horn and lights). The starter rem ains inoperative unless the key is used to ca n
cel the system (u nlock either a d o o r or tru n k/h a tch with the key).
86U15X-527
1 5 -24
14
BODY
O U T L IN E ......................... ......................................... 14— 2

F E A T U R E S ............................................................. 14— 3
H O O D ................................................... ...................... 14— 4
D O O R ........................................................................... 14— 5
W E A T H E R S T R IP ,................................................... 14— 6
F R A M E ........................................................................ 14— 7
W IN D S H IE L D M O L D IN G ..................................... 14— 8
H E A D L IG H T ............................................................. 14— 9
H E A D LIG H T A IM IN G ......................................... 1 4 — 10
W IN D O W R E G U L A T O R ...................................... 1 4 — 11
86U14X-501
OUTLINE
1. Three b o d y styles are available 4-do o r sedan, 2 -d o o r MX-6, and 5 -d o o r to u rin g sedan.
2. L ow a e ro d y n a m ic d ra g and low w ind noise are the result of m inim ized g a p s betw een b o d y c o m p o
nents. The use of fiush surface co n struction and m inim ized g a p s also co n trib u te to sleek overall
a p p ea ra nce.
Touring sedan
Sedan
M X -6
86U 14X-502
14 -2
FEATURES
1 . Hood
Special h ooks are installed on the hood to pre ve n t it from ja m m in g ba ck into the w indshield and
passe ng e r c o m p a rtm e n t in the event of a frontal collision.
2. Doors
Inner-sash ty p e flush d oo rs are used to lessen w ind noise.
3. Weatherstrip
W eatherstrippin g is installed to prevent intrusion of w ind noise, road noise, and dust into the vehicle.
4. Frame
The fram e is m od ifie d to lessen road shocks transm itted th ro u g h the vehicle body.
5. Windshield molding
The flush m ounted w ind sh ield is used for better a e ro d yn a m ics and low er w ind noise.
6. Headlights
Fog lights are integrated in the headlights.
7. Window regulators
Two typ es of w in d o w regulators are used: a cable typ e and a ball type.
86U14X-503
14—3
HOOD
86U14X-504
Anti-intrusion Hooks
These h ooks are installed to p re ve nt the hood from ja m m in g ba ck and d a m a g in g the w indshield or
in tru d in g into the p a ssen g e r c o m p a rtm e n t ifi the event of a frontal collision.
Hood Lock
Tw o s pring s are used to lessen the necessary release lever pull force. (S prings are used on both the
fo rk and the cla w lever).
Cowl Weatherstrip
In o rd e r to keep heat, unp le a san t odors, or noise from the e n g in e c o m p a rtm e n t from entering into
the p a sse ng e r co m p a rtm e n t, the solid ty p e w eatherstrip used in the previous m odel is re placed with
a hollow , s p o n g e ty p e w e atherstrip. This new seal seals along tw o points.
14—4
DOOR
2-door 4-door
Door sash
Guide rail
, .. Glass weatherstrip Rear door glass

. j Glass guide
Front door glass
A— A ’ Cross-section
86U14X-505
To im p ro ve the v e h ic le ’s design and to decrease w ind noise, inner-sash typ e flush d oors are used.
This m eans that a sash is used on the inner side of the glass instead of along the outside edges. The
position of the d o o r glass is regulated th ro u g h the glass g u id e and gu id e rail.
WEATHERSTRIP
86U14X-506
1. To pre ven t w ind noise from entering the passenger co m p a rtm e n t, three separate seals are installed
on the u p p e r-h a lf of the d o o r (X-X' line in the illustration).
2. To prevent road noise and dust from e n te fing the passenger c o m p a rtm e n t from the low er part of
the door, tw o seals are used on the low er section.
14—6
FRAME
To lessen idling and road vibrations, the fram e has been im p ro ve d as d e scrib e d below.
A: Fram e section e n larged
B: T orqu e b o x section e n larged
C: Fram e and low er dash co n n e c te d to g e th e r and reinforced
D: Side seal and rear fram e c o n n e c te d to g e th e r and reinforced
E: B ody fram e length increased
F: Side seal section e nlarge d
WINDSHIELD MOLDING
A— A ’ C ro s s -s e c tio n
86U14X-508
A flush m o ld in g is fitted to the w in d sh ie ld to low er w ind noise and create better aerodynam ics.
For best sealing, one long m o ld in g strip is installed betw een the glass and the w in d o w fram e around
the sides and to p of the w indshield. The w idth of this m o ld in g is 7 m m (0.28 in).
14—8
HEADLIGHT
(D Fog light (MX-6) (2) Head light (3) Parking light (4) Turn signal light (5) Side maker light (MX-6)
86U14X-509
For im p ro ve d vehicle a e ro d y n a m ic s specially d e signe d headlig hts are integrated in the vehicle. Fog
lights are in clu d e d in the headlig hts for over all im p ro ve d p ro d u c t quality.
H E A D LIG H T AIM IN G
Down
Left T f Right Up ^
\!b
Headlight vertical aiming
Headlight lateral amiming
Fog light vertical aiming
86U14X-510
A d ju stm en t of the head lig h ts a,nd fog lights are m ade as show n in the illustration.
14— 10
WINDOW REGULATOR
86U14X-511
A cable-type regulator is used for m anual w indow s and a ball-type regulator is used for pow er w indow s.
The m axim um to rq u e of the pow e r w in d o w m otor is a b out ten perce n t less than previous m odels to
p ro v id e a d d e d p a s s e n g e rs ’ safety.
E xcep t fo r re pla cem en t of the m o tor assem bly, the ball-type regulator is not repairable.
BRAKING SYSTEM
O U T L IN E .................................................................... 11— 2
O U T LIN E OF C O N STR U C TIO N ..................... 11— 2
S TR U C TU R A L V IE W ............. ............................ 11— 2
IM P R O V E M E N T OF B R A K IN G S Y S T E M .... 11— 3
A N T I-L O C K B R A K E S Y S T E M (A B S ) ............. 11— 4
SYSTEM D IA G R A M ........................................... 11— 5
M A JO R C O M P O N E N T S A N D FU N C TIO N . 11— 6
A D V A N T A G E S OF A N T I-LO C K
BRAKE S Y STEM ................................................ 11— 7
PRINCIPLES OF A N TI-LO C K
BRAKE SYSTEM ................................................ 11— 8
BR AKIN G CHARACTERISTICS ...................... 11— 9
O U T LIN E OF A N T I-LO C K
BRAKE O P E R A T IO N .......................... ............ 1 1 — 10
SYSTEM D IA G R A M ......................................... 1 1 — 11
H Y D R A U LIC U N IT ...................... ........................ 1 1 — 12
P U M P ..................................................................... 1 1 — 13
A C C U M U L A T O R ............................................. 1 1 — 14
S O LE N O ID VALVE ............................................. 1 1 — 15
RELIEF VALVE ............................................. . 1 1 — 16
C O N T R O L PISTON A N D CUT-O FF VALVES 1 1 — 17
P R O P O R TIO N IN G V A L V E ...................... . 1 1 — 18
E LEC TR IC A L S Y S T E M ...................................... 1 1 — 19
C O N TR O L U N IT ................................................. 1 1 — 20
W H EEL-SPEED S E N S O R ................................. 1 1 — 21
PRESSURE S W IT C H ......... ................................. 1 1 — 23
RELAY B O X ........................................................... 1 1 — 24
A BS C O N T R O L S Y S T E M ...... .................. . 1 1 — 25
O PER ATIO N OF A N T I-LO C K
BRAKE S Y STEM .......................................... . 1 1 — 28
A N T I-LO C K BRAKE W A R N IN G L IG H T ....... 1 1 — 30
T R O U B LE S H O O TIN G G U ID E ........................ 1 1 — 32
86U11X-501
J
OUTLINE
OUTLINE OF CONSTRUCTION
1. A s in the past, th ere are tw o typ es of rear brake system s: drum - and disc-type.
2. In o rd e r to im p ro ve brakin g p e rfo rm a n ce of the four-w heel disc brake system , the diam eter of the
rear disc plates is enlarged.
3. In o rd e r to re d u ce w eight, an alum in um alloy m aster cylin d e r and a dual p ro p o rtio n in g valve (Non-
ABS) are used.
4. A new anti-lock b rake system (ABS) is available.
STRUCTURAL VIEW
Front disc, rear drum brake model
4-wheel disc brake model
86U 11X-502
11— 2
IMPROVEMENT OF BRAKING SYSTEM
—----- M odel
New P re vio u s Effect
Item ~-------_____
Front caliper Type Mounting support Integral Reduced braking noise
Front disc plate Type Ventilated Ventilated Improved cooling perfor

mance and fade resistance
Outer diameter 250 (9.8) 14 in wheel vehicle
264 (10.4)
mm (in) 229 (9.0) 13 in wheel vehicle
Thickness
24 (0.9) 20 (0.8)
mm (in)
Effective diameter 204 (8) 14 in wheel vehicle
216 (8.5) Improved braking performance
mm (in) 178 (7) 13 in wheel vehicle
Rear caliper Type Mounting support Semi-integral Reduced braking noise
Rear disc plate Type Solid - -
Outer diameter
259 (10.20) - —
mm (in)
Thickness
10 (0.39) - —
mm (in)
Inner diameter
Master cylinder 22.22 (0.875) - Weight reduced
mm (in)
Inner diameter
Rear drum brake 228.6 (9) 200 (7.874) Improved braking perfor
mm (in)
mance and improved heat
Width mm (in) 30 (1.2) 25 (1.0) dispersion
Dual proportioning Hydraulic pressure

valve (Non-ABS) effective point 2,942 (30, 427) 1,961 (20, 284) Weight reduced
kPa (kg/cm2, him2)
86U11X-503
ANTI-LOCK BRAKE SYSTEM (ABS)
Control unit
Relay box
Sensor
rotor
Wheel-speed
sensor
Check connector
Wheei-speed sensor
Sensor rotor
86U11X-504
The ABS is an e ie ctron ica liy-co n troiled brake system that controls brake pressure to m aintain d ire c
tional stability and steerability d u rin g braking, and with the right conditions, red u ce sto p p in g distance.
The ABS does this by sensing the a m ou nt of ^ h e e l slip p a g e d u rin g sudden braking or d u rin g braking
on slip p e ry road surfaces. This ABS is an in d e p e n d e n t front w heel control, rear axle control (select
low control), four-sensor, 3-channel system . The basic c o m p o n e n ts are the hyd ra u lic unit, control unit,
and fo u r w heel-speed sensors.
Note
Select tow control is a method that controls the brake hydraulic pressure of both rear wheels
by comparing rear wheel speeds and then controlling the hydraulic pressure based on the
side which is in greater danger of Socking.
11—4
SYSTEM
D I A GR A M
Fluid pressure circuit
Electric circuit
77U11X-504
MAJOR COMPONENTS AND FUNCTION
Parts Function
W heel-speed sensors • Detects rotational speed of wheels, and relay this data as electrical signals to
ABS control unit
ABS control unit •R eceives and computes signals from speed sensors; judges situation of
wheels and controls hydraulic unit for control of hydraulic fluid pressure to
prevent wheel lock-up during braking
•B asic circuits of control unit are:
1) Operating circuit
2) Control circuit
3) Fail-safe circuit
• In event of electrical malfunction of ABS, fail-safe function allows normal
braking operations and causes ABS warning light to illuminate
Hydraulic unit •C ontrols hydraulic pressure applied to each wheel cylinder in accordance
with signals from control unit
There are four pressure control operations:
1) Normal
2) Pressure - reduction
3) Pressure - retention
4) Pressure - increase
86U11X-505
11—6
ADVANTAGES OF ANTI-LOCK BRAKE SYSTEM
W ithout ABS w ith ABS
Straight-ahead
Low-friction High-friction Low-friction High-triction

coefficient coefficient coefficient coefficient
Turning
86U11X-506
During straight-ahead travel on a slippery road surface (low-friction coefficient) on one side
Without ABS
W hen the brakes are a p p lie d d u rin g straight-ahead travel, the w heels on the slippery surface lock
a nd the front of the vehicle veers to w a rd the side of the road with the highest friction coefficient. Thus
cau sin g a spin.
With ABS ,
B ecause the b raking fo rce is co n tro lle d in such a w ay that the w heels do not lock w hen the brakes
are a pp lie d , the vehicle does not spin d u rin g braking and, as an a d d e d benefit, the braking distance
is usually shortened.
During a turn on a slippery road surface (low-friction coefficient)

Without ABS
W hen the brakes are a p p lie d sudd en ly, the w heels lock and the vehicle veers in the direction of the
turn, thus resulting in a spin.
With ABS
B ecause the b ra king fo rce is co n tro lle d in such a w ay that the w heels do not lock, steering p e rfo r
m a n ce is m aintained and the vehicle can be driven a ro u n d the turn.
11—7
PRINCIPLES OF ANTI-LOCK BRAKE SYSTEM
The A BS con tro ls braking fo rce th ro u g h control of the brake system hyd ra u lic pressure so that the
w heels d o not lock d u rin g braking. The braking force is controlled based on the slip p a g e ratio d e te r
m ined from the friction coefficient (road surface condition), the w heel speed, and the vehicle speed
for effective braking.
Friction Coefficient (road surface condition)

If co m p a rin g an asphalt road to a sn o w -covered road surface, the frictional force betw een the tires
and the road is m uch low er fo r'th e sno w -co vered one than the asphalt one. The tires, therefore, slip
m uch easier on the sn ow -co vered road surface.
This frictional fo rce con d itio n is expressed as friction coefficient.
Wheel Speed
W hen the brakes are ap plied , the rotational speed of the w heel is reduced as a result of the friction
betw een the tires and the road surface. This speed is expressed as w heel speed.
Vehicle Speed
W hen the brakes are applied, the speed of the vehicle is re d u ce d as the wheel speed is reduced.
Despite this reduction of wheel speed, however, the vehicle tries to continue m oving in the same direction
due to its inertial force. This actual vehicle m ovem ent is expressed as vehicle speed.
The control unit uses the w heel speed, not the vehicle speed, for the basis of calculation s to control
braking.
Siippage Ratio
W hen the brakes are applied , the d iffe re nce that occu rs betw een the w heel speed and the vehicle
speed is called slippage.
This is expressed as slip p a g e ratio, and is defined by the follow ing form ula:
o l. vehicle spee d - w heel speed ,n/A

S lip p a g e ratio - — vMe h id e spe e d p ---------- x 100 (% )
Exam ple:
A ve h icle is ru n n ing on ice at a speed of 10 km /h (6.3 m ph), the brakes are fully applied, and the
w heels lock:
The w h e e ls ’ spee d = 0 km /h (0 m ph)
S lip p a g e ratio = . 1 ^ q6(6 ^3 ) ^ ~ x 100 = 100%
S lip p a g e betw een tires and road surface is 100% .
86U11X-507
11—8
B R A K IN G C H A R A C T E R IS T IC S
Operating range of ABS
86U11X-508
W hen the brakes are a p p lie d , the b raking force a p plied to the road surface increases sharply, re a ch
ing a m axim um point, after w hich it decreases d ue to slippage.
W hen the brakes are ap p lied , the w heel speed decreases.
The w heel spee d be co m es less than the vehicle speed, and this causes the slip p a g e betw een the
road surface and the tire.
B raking fo rce d e p e n d s upo n the coefficient of slip p a g e betw een the tire and the road surface.
B raking force s can effectively slow a vehicle within the slip p a g e ratio range of 8°/o— 30% .
W ithin this range, steerability is sufficient to steer the vehicle d u rin g fu ll-braking a p p licatio n because
the tires are still g rip p in g the road surface.
1 1 -9
OUTLINE OF ANTI-LOCK BRAKE OPERATION
The w heel-spee d sensors co nsta ntly send w heel-speed signals to the control unit. Based on these
signals, the control unit controls operation of the solenoid valves and p u m p m otor of the h ydraulic unit.
W hen AB S isn ’t o p e ra ted (norm al braking), b fa ke fluid from the m aster cylin d e r passes freely through
the h yd ra u lic unit to the w heel cylinders.
W hen ABS is operated , brake fluid from the m aster c y lin d e r is sto p p e d in the hyd ra u lic unit, and the
h yd ra u lic pressure of the w heel cylin d e rs is co ntrolled by the control pistons, in the hyd ra u lic unit.
The h y d ra u lic pressure to the front w heels is adjusted individually. The pressure to the rear wheels,
how ever, is adjusted sim ultaneously. This adjustm ent of the rear w heels is d e term ined from the p a rtic
ular w heel w hich is a b o u t to lock. This is the 3-channel control system ; individual control for the front
w heels a nd dual con tro l for the rears.
1 1 -1 0
SYSTEM DIAGRAM
Master cylinder
86U 011X-510
1 1-11
HYDRAULIC UNIT
Fluid reservoir
Solenoid valve
Control piston
Motor
Pump
Pressure switch
Cut-off v a lv e ® Proportioning valve
Accumulator
86U11X-511
The solenoid valves in the h yd ra u lic unit are co n tro lle d by the control unit and operate the control
pistons. The m ovem ent of these four control pistons control the hydraulic pressure in the wheel cylinders.
The h y d ra u lic unit has six solenoid valves w hich operate the 3-channel system. Tw o of these valves
are for individual front wheel control and the other valve is for pressure regulation of the rear brake circuit.
P ro p o rtio n in g valves are in co rp o ra te d in the rear brake h yd ra u lic circu it w ithin the hyd ra u lic unit for
front to rear pressure bias d u rin g norm al braking.
The h yd ra u lic unit co ntains it’s ow n brake fluid for operation. The fluid in the hyd ra u lic unit and the
brake hyd ra u lic circu it is c o m p le te ly separate.
11— 12
PUMP
86U11X-512
The m otor rotates w hen an o rd e r from the control unit or pressure sw itch is received. The m otor rota
tion is c o n ve rte d to u p -an d-d ow n m ovem ent of the p lu n g e r by the cam .
As the p lu n g e r m oves up, the fluid reservoir c h e c k ball ope n s and fluid is pulled in from the reservoir.
As the plunger m oves dow n, the accum ulator check ball opens and fluid is pum ped into the accum ulator.
11— 13
ACCUMULATOR
86U11X-513
The a c c u m u la to r contains high -p re ssu re nitrogen gas and a ru b b e r d ia phrag m .

It accum ulates the high hydraulic pressure created by the pum p. W hen hydraulic pressure in the hydraul
ic unit low ers due to ABS operation , the h yd ra u lic pressure a ccu m u la te d in the a ccu m u la to r is forced
ba ck th ro u g h the system by the hig h-pressu re gas and the d ia phrag m .
The p u m p m aintains the a c c u m u la to r pressure at a p p ro xim a te ly 19,620 to 21,582 kPa (200— 220
kg/cm2, 2,844— 3,128 psi).
SOLENOID VALVE
Solenoid valve (§)

Fluid reservoir
86U11X-514
These solenoid valves control the h ydraulic pressure to the control pistons.
Operation 1
Solenoid valve A
• W hen c u rre n t flows, the needle valve is attracted by m agnetic force, and the passage betw een the
a c c u m u la to r and co ntrol piston is closed.
• W hen th ere is no current, the needle valve is pushed off its seat by the hyd ra u lic pressure in the
accum ula tor, o p e n in g the passage to the control piston.
Solenoid valve B
® W hen c u rre n t flow s, the needle valve is attracted by m agnetic force, and the passage betw een the
control piston and the fluid reservoir is opene d.
• W hen there is no current, the needle valve is closed by the spring, closing the passage to the fluid
reservoir.
11— 15
RELIEF V A LV E
Fluid reservoir
Control unit
Solenoid valve (§)
Relief valve (Needle valve)
Control piston
86U11X-515
S olenoid valve B needle valve also acts as a relief valve.

If the a c c u m u la to r pressure beco m e s extre m ely high because of the p u m p m otor continua lly running
d ue to an electrical circu it failure, the pressure opens the needle valve and ope n s the a ccu m u la to r
line ba ck to the fluid reservoir, b yp assin g the control valves and protecting the system from dam age.
If the pressure again b ecom e s norm al, the needle valve is closed by the spring.
11— 16
CONTROL PISTON AND CUT-OFF VALVES
86U11X-516
Control piston
The control piston is m oved up and d ow n by the h ydraulic pressure co n tro lle d by the solenoid valve.
W heel c y lin d e r pressure increases or decreases d ue to the volum e ch a n g e s of ch a m b e r A, caused
by m o ve m en t of the control piston.
Cut-off valve A
W hen ABS operation begins, the control piston m oves up and m aster cylin d e r pressure closes cut-ott
valve A.
W hen the m aster c y lin d e r pressure d fo p s, e.g., brakes released d u rin g ABS operation , cut-off valve
B can not d ro p im m e diately d u e to a ccu m u la to r pressure u n d e r it. At this time, w heel cylin d e r pres
sure open s cut-off valve A to allow the fluid to go ba ck to the m aster cylinder.
Cut-off valve B
W hen the control piston m oves up, cut-off valve B is m oved up by the a ccu m u la to r pressure. The
p assage betw een m aster c y lin d e r and w heel cylin d e r is then closed. If the system fails, e.g., a c c u m u
lator pressure sudden ly d ro p s d uring ABS operation, cut-off valve B is pushed dow n by master cylinder
pressure and norm al brakin g is m aintained by o p enin g the passage betw een the m aster cylin d e r and
w heel cylinder.
11— 17
PROPORTIONING VALVE
Front brake Rear brake
Valve head
Plunger Spring Lip seal
Low pressure High pressure
Valve
head
86U11X-517
If the ABS fails, and only normal braking is carried out, proportioning valves are provided in the hydraulic
unit to pre ven t vehicle spin from rear w heel lock-up.
Operation
L o w pressure:
The p lu n g e r is held to the right by the spring, and m aster cylin d e r pressure travels u n ch a n g e d to
the rear brakes.
H igh pressure:
The pressure betw een the p lu n g e r and lip seal o ve rco m e s the spring fo rce and m oves the p lunge r
to the left. The valve head lim its the p ressure to the rear brakes as it closes the outlet port.
11— 18
ELECTRICAL SYSTEM
W arning light
Electrical system for ABS consists of the control unit, wheel speed sensors, brake light switch, relay
box, hydraulic unit, warning light, and wire harnesses.
CONTROL UNIT
86U11X-519
The control unit fo r ABS (m ounted u n d e r the d riv e r’s seat) calculates w heel speeds and evaluates
the situation of the w he e ls-ba se d on signals from the w heel-speed sensors.
Based on p re d e te rm in e d program s, it co ntrols the solenoid valves and the p u m p m otor within the
h yd ra u lic unit to control w heel lock-up. The control unit also has fail-safe and self-diagnosis functions.
FaiS-safe f u n c tio n
If the control unit detects an ABS m alfunction, a w arning light co m e s ON to w arn the driver, and the
system reverts to norm al brakin g (no ABS) by operation of the fail-safe relay in the relay box.
Self-diagnosis function
If the control unit dete cts an ABS m alfunction, it stores it in it’s m em ory to later be retrieved. By using
the c h e c k co n ne cto r, failures can be d ia g n o se d with the ABS w a rn in g light and a voltm eter.
All failures are stored in the m e m o ry and are not erased w hen the ignition sw itch is tu rn e d OFF.
11—20
WHEEL-SPEED SENSOR
Structure
F ron t Rear
Sensor rotor
86U11X-520
The w heel-speed sensors for the front and rear w heels are installed on the knuckles. These p ro d u ce
electrical pulses by m onitoring the rotation of the sensor rotor installed on the driveshaft or the wheel hub.
11—21
Function
86U11X-521
The sensor rotor on the w heel h u b or driveshaft interrupts the m agnetic fields of the w heel-speed sen
sor. This p ro d u c e s AC v o lta ge w hich c h a n g e s as the w heel speed changes. These vo ltage w aves
are sent to the control unit as w heel-spe e d signals.
The sensor is m o u n te d so that there is a sm all clearance betw een the speed sensor p ick-up and the
sensor rotor.
1 1 -2 2
PRESSURE SWITCH
86U11X-522
The h yd ra ulic unit has a m icrosw itch and a co n ta ct switch.

The m icrosw itch is activated at high pressure and the co n ta ct switch is activated at low pressure. If
the ABS system h ydrau lic pressure becom es low er than the specified pressure, the co ntact sw itch
op e n s and p revents the p u m p m o tor from o p e rating continuously.
Operation
1. Abnormally low pressure: less than 12,263 kPa (125 kg/cm2, 1,778 psi)
The b o u rd o n tu b e tip C pushes lever B.
The lever releases the m icrosw itch D and co n ta ct sw itch arm E is pushed dow n.
The conta ct switch G is opened, turning the w arning light ON and preventing pum p m otor operation.
2. Operating pressure: 12,263—21,582 kPa (125—220 kg/cm2, 1,778—3,128 psi)

The b o u rd o n tu b e be gins to straighten due to the increased internal h ydraulic pressure. The m icro
sw itch rem ains open; how ever, d ue to sp rin g A on the arm, the co n ta ct sw itch closes and cancels
the w arning light and allow s p u m p m otor operation.
3. Cut-off pressure: 19,620—21,582 kPa (200— 220 kg/cm2, 2,844— 3,128 psi)
The b o u rd o n tu b e straightens further and allow s the lever to co n ta ct the m icrosw itch, tu rn in g off
the p u m p m otor.
11—23
RELAY BOX
86U11X-523
This relay box, m ou n te d in the en gine co m partm ent, has the fo llo w in g functions:
Motor relay
C loses the p u m p m oto r circuit to build up hyd ra u lic pressure in the hydraulic unit.
Fail-safe relay
S upplies the solenoids and m otor relay with electrical pow er u n d e r norm al conditions.
C uts p o w e r to ABS system if failure occures, and assures norm al brake operation.
11—24
ABS CONTROL SYSTEM
86U11X-524
The control unit c o m p u te s the rotational speed of each individual w heel, based upon signals received
from the fo ur w heel-speed sensors, and also co m p u te s the w h e e ls’ deceleration and acceleration,
and thereafte r projects an estim ate of the vehicle speed.
The control logic is e xp lain e d in a sim ple m anner based on the illustration above.
W hen the brake pedal is firm ly depre ssed , the speed of the w heel begins to decrease, w hich is su b se
q u e ntly fo llo w ed by a te n d e n c y to w a rd locking up (point A).
At that point, the control unit, in o rd e r to c h e ck for w heel lock-up, co m p u te s the w heel slippage ratio,
(the diffe re nce betw een the p ro jecte d estim ate of vehicle speed and the w heel speed) and co m p a re s
the results with the preset fo rm u la for determ inatio n of lock-up.
If it e xce e ds the preset value, the control unit sends a pressure-redu ction co m m a n d to re d u ce the
b rake h yd ra u lic pressure. W hen the hyd ra u lic pressure is reduced, the speed of the wheel begins
to increase (point B), and the control unit c o n clu d e s that the w heel m ay recover its speed.
It therefore sends a pressure-retention co m m a n d to hold the cu rre n t hyd ra u lic pressure.
W hen the w heel-speed reaches point C, the control unit conclude s that the wheel is no longer in dange r
of lockin g up, and sends a c o m m a n d for increasing bra kin g pressure.
The h yd ra u lic pressure is then increased by repetition of increase and retention co m m a n d s to re g u
late the b raking fo rce (point C-E).
If the w heel te n d s to lock again (point E), the cycle begins again to control w heel speed.
11—25
OPERATION OF ANTI-LOCK BRAKE SYSTEM
Normal Braking
Solenoid valve ® — No current

Solenoid valve (§) — — No current
86U11X-525
D uring norm al braking, there is no c u rre n t flow to either solenoid valve A or B. S olenoid valve B nee
dle valve is held closed by sp rin g pressure and solenoid valve A needle valve is pushed open by
a ccu m u la to r pressure. *
As a result, a c c u m u la to r pressure passes th ro u g h solenoid vaive A and flow s to ch a m b e r A; pushing
the control piston d o w n w a rd . In addition, a ccu m u la to r pressure also pushes against the bottom of
cut-off valve B.
W hen the surface area of the tw o pistons to w hich pressure is a p p lie d is co m p a re d , that for the control
piston is greater, with the result that cut-off valve B and the cut-off valve A are held dow n.
Thus, the hyd ra u lic pressure of the m aster cylin d e r passes betw een cut-off valve B and the b o d y and
betw een cut-off valve B and cut-off valve A, and flow s to the w heel cylinder.
Pressure-reduction
Fluid reservoir
Solenoid valve ® -------C u rre n t
Solenoid valve @ -------C u rre n t
86U11X-526
W hen the w heel c y lin d e r h ydrau lic pressure increases and the w heel is about to lock, the control unit
transm its a co m m a n d for pressure reduction to the solenoid valves.
As a result of that c o m m a n d , there fs cu rre n t flow to both solenoid valves A and B; solenoid valve
A closes and B opens. A c c u m u la to r pressure pushes cut-off vaive B u p w a rd as a ccu m u la to r pressure
in c h a m b e r A is d ra ine d out to the fluid reservoir. C ut-off valve B then closes off the passage betw een
it and the body. At the sam e tim e valve A closes to cut-off m aster cylinder pressure to the wheel cylinder.
A t this tim e w heel c y lin d e r pressure pushes the control piston further upw ard, and because of the
volum e increase of cha m b er B, the wheel cylinder pressure drops, causing a reduction in wheel braking.
Pressure-retention
Fluid reservior
Solenoid valve ® ------ -C u rre n t

Solenoid valve ® - No current
86U11X-527
W hen the control unit transm its a c o m m a n d for pressure retention, the result is that there is no longer
c u rre n t at solenoid valve B but there is c u rre n t at solenoid valve A.
As a result, both valves close, and the pressure of c h a m b e r B is retained. In addition, cut-off valves
B and A are held u p w a rd by the a c c u m u la to r pressure; separating the m aster cylin d e r and wheel
cylinder.
11—28
Pressure-increase
Fluid reservoir
Control unit
t
Solenoid valve (§)
t Wheel cylinder
Motor
Chamber ® C ham ber®
f
Master cylinder
Cut-off valve (A
Cut-off valve (§)
Solenoid valve (a ) ----- - No current

Solenoid valve ® ----- - No current
86U11X-528
W hen the pressure-increase c o m m a n d is received from the control unit, there is then no lo n g e r c u r
rent at either solenoid valves B or A.
As a result, solenoid valve B closes and solenoid valve A opens. A ccu m u la to r pressure pushes against
the cut-off valve B and the control piston. The control piston receives the greater fo rce and m oves
d ow n c o m p re ssin g the fluid in c h a m b e r B and increasing w heel cylin d e r pressure.
1 1 -29
ANTI-LOCK BRAKE WARNING LIGHT
L ig h t o p e ra tio n
« ABS normal
IGN ON CRANKING
IGN OFF |
Not
illuminated
Illuminated
• While driving, ABS failure present

IGN ON CRANKING
IGN OFF
Past failure (intermittent) or failure present (vehicle stopped)

_ _ _ IGN ON CRANKING 10 sec.
IGN OFF i k---------------------------—
W arning light indication mode

• Past failure
• Failure exists, now normal
86U11X-529
The AB S w a rn in g light is located in the instrum ent panel w a rn in g light cluster. If it illum inates while
driving, it indicates that there is a problem in the ABS.
* A past failure is indicated one tim e each tim e the e n gine is started. The flash pattern is the sam e
as the w a rn in g light indication m o d e (Refer to next page.)
Diagnosis indication mode
Warning light indication mode
Example of warning light indication
10 sec/cycle 10 sec/cycle
ON
OFF-
Example of voltmeter indication
10 sec/cycle 10 sec/cycle
86U11X-530
Past or present failures are show n by ju m p in g term inal b to g ro u n d term inal c (w arning light indication
m ode).
A fter it is determ in ed w hich system is’ defective, the failed co m p o n e n t is identified by voltage flu c tu a
tions of a voltm eter c o n n e c te d to term inal a.
Note
a) Check with the ignition switch ON.
b) During diagnosis indication mode, the warning light will illuminate, and the voltmeter
will indicate OV when there is no past or present failure.
c) All failures are stored in the control unit memory. The memory must be cancelled after
repairs are made. (Refer to page 11—33)
11—31
T R O U B L E S H O O T IN G G U ID E
D ia g n o sis in d ic a tio n m ode

D e fe ctive syste m P o ssib le cause
W a rn in g lig h t in d ic a tio n V o ltm e te r in d ic a tio n
Wheel-speed sensor, 12V
Right front
wiring harness, or
hydraulic unit
Left front _n_
Past or present failure
Rear
Sensor rotor Damaged

sensor
Right front _n_TLn_TL
rotor
Left front
J~ L
Right front Past or present failure
Left front
Hydraulic unit or Defective pump motor

wiring harness Defective pressure
switch Present failure
Faulty wiring harness or _TL
Poor connection of ABS
control unit 11-pin con
nector Past failure
Motor relay, Defective motor relay

fail-safe relay, or
wiring harness
Faulty motor drive circuit
wiring harness
_TLTL
Defective fail-safe relay
Faulty fail-safe ground
circuit wiring harness
_n_n_TL
_T
Present failure
Defective fail-safe relay
Faulty fail-safe drive or
circuit wiring harness
Faulty motor drive circuit
or ground circuit wiring
harness Past failure
ABS control unit * Defective solenoid valve

® Defective control unit
• Defective control unit

^ U U T J ir U T -
Defective control unit No signal during diagnosis

_T mode because failure con
Present failure
ditions do not store in
Poor connection of ABS memory
control unit 17-pin _T
connector Present failure
Others Insufficient battery

capacity
Present failure
Low alternator voltage
output
Perform test with wheels stopped. 8 6 U11 X-531
1 1 -3 2
Memory cance!
The m e m o ry of failures m ust be cancelled after repairs have been m ade to the ABS.
Erase the m e m o ry as follow s:
Step A:
1. C on n ect a and b term inals with a ju m p e r wire.
2. Turn the ignition sw itch ON.
3. C h e ck that w a rn ing light is illum inated, and w ait 1— 2 seconds.
4. Turn the ignition sw itch OFF.
Step B: '
5. D iscon n ect the ju m p e r w ire f r o m ’term inal b.
7. Turn the ignition sw itch OFF after the w a rn in g light goes OFF.
Note ,
1 . One failure condition is erased each time steps 1—7 are taken. Since the memory has
the capacity of storing 32 failures, repeat the process If the warning light flashes after
step 6.
2. Repeat the steps until all memories have been cancelled.
3. The memory In the control unit is not cancelled when the battery is disconnected,
1 1 -3 3
CLUTCH
O U T L IN E .............................. ..................................... 6 — 2
C O N S T R U C T IO N ...................................................6 — 2
S P E C IF IC A TIO N S ...... ......................... .................. 6 — 2
S T R U C T U R A L V IE W ....................................... . . . . 6 — 3
C L U T C H R E L E A S E F O R K ................................... 6 — 4
. 86U06X-501
♦
OUTLINE
CONSTRUCTION
The im p ro ve m en ts d e scrib e d be lo w are in cluded on the 1988 626 in o rd e r to satisfy the co n ce p ts

of high perfo rm a nce , high quality, and reliability.
1. A hyd ra u lic clutch is used for both the N on-T urbo and T u rb o e ngine m odels to elim inate the need
for p e rio d ic clutch adjustm ent.
The basic c o nstruction and operation are the sam e as the previous 626 T u rb o m odels.
2. In conjunction with the higher pow er of the engine, a larger clutch disc and clutch cover are em ployed.
3. For re duction of overall vehicle w eight, and to prevent uneven pressure on the clutch cover, the
shift fo rk is c h a n g e d from a shaft-type to a fork and pivot type.
86U06X-502
SPECIFICATIONS
Model 1988 626 1987 626

Item — -— — — Turbo Non-Turbo T u rb o
Clutch control type Hydraulic
Clutch cover type Diaphragm spring
Set load N (kg, lb) 5499 (560, 1235) 4317 (440, 970) 4807 (490, 1078)
Outer diameter mm (in) 240 (9.449) 225 (8.858)
Inner diameter mm (in) 160 (6.299) 150 (5.906)
Clutch disc
Pressure plate
3.5 (0.14) 4.1 (0.16)
Thickness side mm (in)
Flywheel side mm (in) 3.5 (0.14)
Type Suspended .
Pedal ratio 6.00 : 1 5.68 : 1
Clutch pedal
Full stroke mm (in) 135 (5.31) 145 (5.71)
Height mm (in) 2 1 6 .5 -2 1 7 (8 .5 2 -8 .5 4 ) 214-217 (8.43-8.63 in)
Master cylinder inner diameter mm (in) 15.87 (0.63)
Release cylinder inner diameter mm (in) 19.05 (0.73)
SAEJ1703, or FMVSS116
Clutch fluid type
DOT-3 or DOT-4
86U06X-503
6 -2
STRUCTURAL VIEW
86U06X-504
6—3
CLUTCH RELEASE FORK
With the previous shaft type, the e n g a g e m e n t of the release bearing was uneven w hen the engine
was running. B ecause of the arc of the fork on previous m odels, the contact with the release bearing
is off ce nte r w hen d epressed , ca u sing the bearing to push at an angle, thus causing an unnecessarily
high clutch pedal d epression force.
W ith the fork and pivot type, how ever, because the fu lcru m is the rou n d e d surface of the pivot pin,
the offset of the release bearing and shift forf^ is co rre cte d by the m ovem ent of the shift fo rk (the m o ve
m ent on the fulcrum ), with the result that the m ovem ent of the release bearing is sm oother.
6—4
COOLING SYSTEM
O U T L IN E ......................... ............................................3 — 2
O U TLIN E OF C O N S T R U C T IO N ......................... 3-=- 2
C O O LA N T FLOW C H A R T .....................................3 — 2
S P E C IF IC A T IO N S ................................ ....................3 — 3
E L E C T R IC F A N S Y S T E M .................................... 3 — 4
SYSTEM C IR C U IT ................................................... 3 — 4
O U T L IN E .....................................................................3 — 5
O P E R A T IO N ...............................................................3 — 5
W A T E R P U M P ..................................................... . 3— 6
86U03X-501
OUTLINE
O U T L IN E O F C O N S T R U C T IO N
T he new F2 e n gine e m p loys a coo lin g system that is basically the sam e as that of the FE engine.
1. The electric fan system of the new 626 is based on the e q u ip p e n t of the vehicle fo r the m ost efficient
cooling.
2. In co n ju n ctio n with the ch a n g e of the tim ing belt layout, the shape and position of the w ater p um p
is ch an ge d .
C O O LA N T FLO W CHART
86U03X-502
3 -2
SPECIFICATIONS
86U03X-503
3 -3
ELECTRIC FAN SYSTEM
S Y S T E M C IR C U IT
IG 2
ATX With A/C \
^ T u rb o
N o n -T u rb o *
Main fan motor-

No.1
add.
relay
No.3 relay
Resistor Sr
No.2
No.1 relay No.2
add.
relay relay
W ithout
A/C
t
A/C
sw. Add.
Pressure (M> fan
No.2 water sw. motor
No.1 water
thermo sw. thermo sw.
MTX IG 2
IG 1 | \ IG Relay W ith A/C
(T u rb o )
Main fan m otor. ■<M)

No.1
add.
relay
No.2 No.2
No.1 relay relay add.
relay
A/C i ahh
sw - (M )fan '
motor
No.1 water No.2 water
thermo sw. thermo sw.
Pressure
sw._
3—4
OUTLINE
The electric fan system of the new 626 is based on the e q u ip m e n t of the vehicle for the m ost efficient
cooling.
1. ATX m o de ls use a h igh-torqu e, 2-speed m ain electric fan m otor.

2. A /C e q u ip p e d m odels use an additional electric fan.
3. ATX T urbo m od els use a high er to rq u e m ain m otor to re d u ce the extra heat g e nerate d by the tu r
b o cha rg e r.
4. N on -T u rb o MTX vehicles have the sam e system as the previous 626.
OPERATION
Main Electric Fan
1. ATX m od els have a 2-speed m ain fan control fo r im p ro ve d coo lin g efficiency and re d u ce d noise.
2. ATX m od els have a h ig h e r to rq u e m ain fan m otor than MTX m odels.
3. ATX T u rbo m od els have steeper pitch m ain fan blades than ATX N on-T urbo m odels.
Capacity (W) Operation Speed (rpm)

No.1 water thermo sw.—OFF Turbo : 1,600
LO
= Coolant temp, over 97°C (177°F). Non-Turbo : 1,750
Turbo: 160
ATX 1. No.2 water thermo sw.—ON
Non-Turbo: 120 Turbo : 2,050
= Coolant temp, over 108°C (226°F).
Non-Turbo : 2,080
2. A/C sw.—ON
1. No.1 water thermo sw.—ON
Turbo Turbo
MTX ■ft n = Coolant temp, over 97°C (177°F) m _ , : 2,100
N o n-T urbo ’ Non-Turbo
2. A/C sw.—ON
Additional Electric Fan

1. A /C e q u ip p e d m odels have an aditional co o lin g fan for increased cooling.
2. The add ition al fan ope ra te s if e n g ine te m p e ra tu re is excessive or if the A/C refrigerant pressure is
high. It is co n tro lle d by the N o .2 w ater th e rm o switch and the A/C pressure switch.
3. The aditional fan m oto r is a h ig h -to rq u e m otor to ensure reliable operation and effective cooling.
Capacity Operation Speed

1. No.2 water thermo sw.—ON = Coolant temp, over 108°C (226°F).
120W 2,100 rpm
2. Pressure sw.—ON = Refrigerant pressure over 1,470 kN (15 kg/cm2, 213 psi).
Operation Chart — Condition and Operating Fan
Operating fan
With A/C Without A/C
Condition
MTX
ATX ATX MTX
Turbo Non-Turbo
Coolant temp, is over 97°C (177°F) Main (Lo) Main Main Main (Lo) Main
Main (Hi), Main,
Coolant temp, over 108°C (226°F) — Main (Hi) —
Additional Additional
Main, Con-
A/C sw. ON Main (Hi) Main
densor fan
—
Main (Hi), Main,
Pressure sw. ON —
Additional Additional
3 -5
WATER PUMP
86U03X-504
1. In co n ju n ctio n with the ch a n g e of the tim ing belt layout, the shape and position of the w ater p u m p
is c h an g e d .
An O -ring is used for m ounting the w ater p u m p instead of a gasket. W hen installing the w ater pum p,
th o ro u g h ly rem ove all dirt and oil from the m ounting surface of the cylin d e r b lo ck and w ater pum p.
Use a new O-ring.
2. The w ater p u m p shaft seal is cha ng e d from a tw o-piece seal to a one-piece seal for im proved sealing.
3. The w ater p u m p is not repairable. If any p roblem is found, replace it as a unit.
3—6
ENGINE ELECTRICAL SYSTEM
O U T L IN E ......................................................................5 — 2
O U TLIN E OF C O N S T R U C T IO N ...... .................5 — 2
S T R U C T U R A L V IE W ............................................. 5 — 3
S P E C IF IC A TIO N S ................................................... 5 — 4
IG N IT IO N S Y S T E M (T U R B O E N G IN E )............5 — 5
IG N IT E R .....................................................................5 — 5
S T A R T IN G S Y S T E M ......................... ..................... 5 — 8
S T A R T E R ................................................ ............ . 5 —■ 6
C H A R G IN G S Y S T E M ...............................................5 — 7
A L T E R N A T O R ...... .................................................. 5 — 7
86U05X-501
OUTLINE
The e n g in e electrical system is im p ro v e d as follows:
Ignition System (Turbo Engine)

1. To im prove fuel e conom y, engine p e rfo rm ance and driveability, an E lectronic Spark A d va n ce (ESA)
control system is a d op te d .
2. A lo n g with ad o p tio n of the ESA control system , the structure of the distributor, igniter and ignition
coil is c h a n g e d .
Starting System (Starter)

A coaxial re d u ctio n -typ e starter is a d o p te d to re d u ce size and weight.
Charging System (Alternator)

The c h a rg in g rate is sensed dire ctly from the battery instead of th ro u g h the IC regulator.
A c o m p a riso n of m ajor parts of the new m odel and previous m odel is as follows:
Non-Turbo engine
item New m ode! P re vio u s m odel R em arks

Construction changed
(i.e. location of centrifugal advance mechanism) Suppresses noise
Distributor
ig n itio n system Change in spark advance characteristics For 2.2 liter engine
Spark plug size Small Standard Weight reduction
Output 12V-1,4kW 12V-0.85kW Improved starting

S ta rte r
Type Coaxial reduction Conventional Smaller and lighter
Charged voltage IC regulator internal To sense real battery
Battery voltage sensing
sensinq type sensinq voltage
A lte rn a to r
Terminals ® , ©and ® Due to change of voltage
(D . © a n d © sensing
Turbo engine
Item New m odel P re vio u s m odel R em arks

ESA Improved economy
System Conventional
(Electronic Spark Advance) and power
Ignition coil type Molded Conventional Lighter and more reliable
Ig n itio n syste m Distributor With G and Ne rotor Without Ne rotor

Due to adoption of ESA
Igniter Function changed
Spark plug size Small' Standard Weight reduction
Output 12V-1,4kW 12V-0.85kW Improved starting

S ta rte r
Type Coaxial reduction Conventional Smaller and lighter
Charged voltage Battery voltage sensing IC regulator internal sensing To sense real battery voltage
sensing type
A lte rn a to r
® , ©and © ® , ©and ® Due to change of
Terminals voltage sensing
86U05X-502
5—2
S T R U C T U R A L V IE W
N o n -T u rb o
Alternator
High-tension lead
Distributor
Spark plug
Starter inter-lock switch
(Only M/T)
T u rb o
86U05X-503
5—3
SPECIFICATIONS
— — — Engi ne
item ~~ ----- —— Non-Turbo Turbo
Battery Voltage V . 12, Negative ground
Type and capacity (20 hour rate) 50D20L (50 Ah), 26RCCA410
55D23L (60 Ah), 85CCA550
Alternator Type A.C.
Output V—A 1 2 -7 0
Regulator type Transistorized (built-in IC regulator)
Regulated voltage V 14.1-14.7
Standard 16.5 (0.650)

Brush length
mm (in)
Minimum 8 (0.315)
New 6 - 8 (0.236-0.315)
Drive belt
tension mm(in)
Used 7 - 9 (0.276-0.354)
Starter Type Coaxial reduction
Output V-kW 1 2 -1 .4
Standard 17.5 (0.689)

Brush length
mm (in)
Minimum 10.0(0.394) .
Ignition Timing 6 ± 1° BTDC 9 ± 1° BTDC

(Vacuum hoses disconnected) (Test connector grounded)
Distributor Type Fully transistorized (HEI) Electronic spark advanced (ESA)
Centrifugal spark advance - 2 - 2 /1 ,2 0 0

(Crank angle/Engine speed) 1 2 -1 6 /2 .4 0 0
degree/rpm 1 2 -1 6 /3 ,5 0 0
16—20/4,500
Vacuum spark advance [A chamber]
Engine control unit
[Crank angle/Vacuum) - 2 - 2 / 1 1 0 (4.3)
controls spark advance
degree/mmHg (inHg) 8 -1 2 /1 9 3 (7.6)
1 8 -2 2 /2 7 5 (10.8)
[B chamber]
- 2 - 2 / 1 1 0 (4.3)
- 8 ------ 4/200 (7.9)
Spark plug Type NGK: ZFR5A-11, ZFR6A-11, ZFR7A-11

Nippon Denso: QJ16CR11, QJ20CR11, QJ22CR11
Plug gap mm (in) 1.0— 1.1 (0.039—0.043)
Firing order ' 1 -3 -4 -2
86U05X-504
IGNITSON SYSTEM (TURBO EMGINE)
The ignition system has been c h a n g e d to im p ro ve fuel e co n o m y and increase o u tp u t power. Ignition
s p a rk a d va n ce control is c h a n g e d from va cu u m /ce n trifu g a l, to electronic sp a rk a d va n ce co n tro lle d
by the co ntrol unit.
86U05X-506
IGNITER .
The operation of the igniter is d e s c rib e d below. Refer to page 4 — 69 for details of the control unit
operation.
The igniter is installed on the side of the ignition coil. The five w ires from the igniter are c o n n e cte d
to the control unit (2 wires), m ain relay, ignition coil, and ground.
O ne of the w ires c o n n e c te d to the control unit is used as the S park T im ing Signal (IG T) to m ake the
igniter function. T hrough this signal, the ignition coil prim ary cu rre n t is interrupted, and high vo ltage
is p ro d u c e d . The other w ire transm its an Ignition Fail M onitor signal (IGF) to the control unit to let it
kn ow that ignition is ta king place norm ally, so that it can survey the ig n itio n ’s condition .
The igniter consists of the po w e r transistor and drive circuit.
Operation
1. W hen an ignition signal (IG T) is sent to the igniter from the control unit, a signal to turn OFF the
p o w e r transistor is p ro d u c e d in the igniter body.
2. W hen the p o w e r transistor is tu rn e d OFF, cu rre n t to the ignition c o il’s prim ary coil is cut and elec
tro m o tive fo rc e is p ro d u ce d .
3. H igh voltag e is p ro d u c e d in the se co n d a ry coil and is transm itted to the d istributor c a p via the high-
tension lead, w here it is d istrib u te d to each cylin d e r by the d istributor rotor.
4. The ignition fail m o n ito r signal (IGF) detects the electrom otive force p ro d u ce d in the prim ary coil
a nd is sent in the form of a w ave to the control unit.
5 -5
STARTING SYSTEM
STARTER
86U05X-507
The starter has been m ade sm aller in size $nd lighter in w eight by the use of a planetary gear and
internal gear.
Operation
The a rm ature speed is re d u ce d to a p p ro xim a te ly 1 /5th by the planetary gear and internal gear. This
reduction is o u tp ut to the pinion gear.
5—6
CHARGING SYSTEM
ALTERN ATO R
To dete ct and control the real battery voltage, the sensing system for ch a rg in g rate is ch a n g e d to a
battery vo lta ge sensing typ e instead of an IC regulator sensing type.
The conventio nal typ e of alternator detects the voltage at point A to regulate the ou tp u t voltage.
The new ty p e directly detects battery voltage at point B to avoid voltage fluctuation.
The fail-safe circuit, (sam e as voltage sensing circu it of conventional type) is pro vid e d in case of an
ope n circu it in the other circuit.
5—7
Difference Between New and Conventional Type
NEW
© -X fu IGN switch
i—O o-
Alternator
warning
light
Current flow
CONVENTIONAL Rl
Current flow
86U05X-509
On co n ve ntio n a l type, tw o lines (R and L) are used to su p p ly the field current.

The new ty p e has only one (L). Thus, resistance of the R l circuit is reduced.
5—8
Operation
ignition ON
(1) W hen the ignition sw itch is O N, current (T) flow s from (L), tu rn in g the P.Tr ON, and causing c u r
rent ( 2) to flow th ro u g h the field coil and m agnetize it. The ch a rg e lam p lights up.
(2) W hen the e n g ine starts, and vo lta g e begins to be generated, cu rre n t (§) flows, causing the lam p
to go out.
C urrent ne eded by the field coil is pro vid e d by the trio-diodes.
V o lta g e Sow
W hen g e ne ra te d vo lta ge is low er than the specified voltage (14.1 — 14.7V), voltage at point A divid e d
by Ri and R2 is not high en ough for the c u rre n t to pass th ro u g h zener dio d e Dz, and the Tr1 rem ains
OFF.
Thus the P.Tr rem ains ON a llo w ing cu rre n t © to pass th ro u g h the P.Tr, causing cu rre n t to flow in
the field coil. This increases term inal B voltage.
Voltage high
86U05X-512
Voltage high
W hen generated voltage is higher than the specified voltage (14.1— 14.7V), voltage at point A becom es
high e n o u g h fo r c u rre n t @ to pass th ro u g h Dz, causing Tr1 to co m e ON and cu rre n t © b e g in s to
flow. Thus c u rre n t to the field coil does not flow because P.Tr is OFF, and voltage is not generated.
t T hrou gh these steps, the o u tp u t vo lta g e is regulated to 14.1— 14.7V.
5 -1 1
ENGINE
O U T L IN E .......... ........................................................... 1— 2
O U TLIN E OF CO N STR U C TIO N ..................... . 1— 2
STR U C TU R A L V IE W ............................................... 1— 2
S P E C IF IC A T IO N S .................................................... 1— 3
IN T E R C H A N G E A B IL IT Y ........................................ 1— 4
C Y L IN D E R B L O C K A N D O IL P A N ................... 1— 5
C Y L IN D E R H E A D A N D C O V E R ......................... 1— 6
C Y L IN D E R H E A D G A S K E T ,................................ 1— 7
V A L V E M E C H A N IS M ............................................... 1— 8
O U T L IN E ..................................................................... 1— 8
C A M S H A F T A N D ROCKER A R M ...................... 1— §
VALVE A N D VALVE R ELATED PAR TS............ 1— 10
H Y D L A U L IC L A S H A D J U S T E R ( H L A ) ............ 1— 11
P IS T O N A N D C O N N E C T IN G R O D ................... 1— 13
C R A N K S H A F T ............................................................ 1— 14
T IM IN G B E L T .......................... .................................. 1— 15
86U01X-501
OUTLINE
The N ew 626 is e q u ip p e d with an F2 2.2 liter engine. This e ngine is based on the previous 626 FE
engine, with increased displacem en t. The engine features three valves per cylin d e r and a new tim ing
belt layout.
M ain C hanges:
1. The piston stroke is increased for greater displacem ent.
2. Intake and exhaust efficie ncy is im p ro ve d th ro u g h the use of tw o sm aller intake valves and one
large r exhaust valve per cylinder, for an increase of total valve area,
3. The tim ing belt layout is ch a n g e d for im p ro ve d d u ra b ility and noise reduction.
4. A stiffener is used between the cylinder block and the oil pan to lessen noise and im prove perform ance.
5. The cylin d e r blo ck and cran ksh a ft strength is im p ro ve d to m eet the higher po w e r output.
6. H ydraulic lash adjusters are used to reduce noise, thus the valve clearance is m ade maintenance-free.
STRUCTURAL VIEW
86U01X-502
1—2
SPECIFICATIONS
86U01X-503
IN T E R C H A N G E A B IL IT Y
The fo llo w in g ch a rt show s the in te rch an g ea bility of the m ain parts of the new F2 e ngine and the previ
ous FE en gine in the 626.
O .....Inte rch an g ea ble X .....Not interchang eable

A .....F2 e n g ine parts can be used on FE engine, but reverse usage im possible.
Interchan
Part name Remark
geability
1. Strengthened cylinder block
Cylinder block X 2. Increased block height
3. Oil control plug added
Cylinder head X Three-valve configuration
Cylinder head gasket X Redesigned coolant and lubricant passages
Cylinder Cylinder head cover x New design
block Oil pan x Shape changed
related Vibration reducing stiffener X Newly added between cylinder block and oil pan
Timing belt cover X Enlarged
Front housing X Shape changed
Front oil seal A Increased heat-resistance
Rear oil seal o
1. Increased crank pin offset for longer stroke
Crankshaft X 2. Increased counter weight width
Main bearing X Oil hole elliminated
1. Increased length
Connecting rod and cap X 2. Strengthened cap
Crankshaft 3. Increased bolt size -
related Crank pin bearing o
1. Redesigned valve recess
Piston X 2. Land width increased
Piston pin o
Piston ring A Increased reliability
Flywheel X Increased inertia weight
Timing belt New design
Timing belt Timing belt pulley 1. Changed timing belt layout
X
related Timing belt tensioner 2. Increased timing belt width
Camshaft pulley 3. Idler pulley added
Camshaft
Rocker arm New design
Rocker arm shaft 1. Changed to three valve layout
Valve Valve
related X 2. HLA used at rocker arm
Valve spring and seat 3. Changed rocker arm shaft mounting
Valve guide
Valve seal
1. Changed body shope
Oil pump X 2. Changed to trochoid gear type
Lubrication 3. Increased gear width
related Oil strainer X Shape changed
Oil filter o
1. Changed body shape
Cooling Water pump X 2. Changed from two piece shaft and seal to one
related piece seal
Thermostat o
86U01X-504
1—4
CYLINDER BLOCK AND OIL PAN
1. The rigidity of the c y lin d e r blo ck is increased to re d u ce engine vibration.

• W idth of the stre n gthe n ing ribs on the cylin d e r blo ck is increased.
• Ribs a ro un d the crankshaft jo urnals are reinforced or a d d e d for extra strength.
2. Instead of an oil orifice in the c y lin d e r head gasket, an oil control plug is installed in the cylin d e r
b lo ck for im p ro ve d sealing.
This con trols oil flow to the valve m echanism .
3. A vibration reducing stiffener is secured between the cylinder block and oil pan, reinforcing the block.
To pre ve n t oil leakage w hen servicing, sealant m ust be a p p lie d to both sides of the stiffener.
1—5
CYLINDER HEAD AND COVER
86U01X-506
Cylinder Head
1. A three-valve, single ove rh e ad cam shaft layout, with tw o small intake valves and one large exhaust
valve per cylinder, is used.
2. The c o m b u s tio n c h a m b e r is a p e n tro of type. Squish areas are created at the outside e d g e of the
piston to increase c y lin d e r tu rb u le n c e and im p ro ve m ixing of the air and fuel.
3. In co n ju n ctio n with the three-valve layout, the spark plug is located m ore to the center of the c o m
bustion c ha m be r, increasing c o m b u s tio n efficiency.
Cyinder Head Cover

To e n h a n ce sealing, the c y lin d e r head c o v e r is m ou n te d differently.
1. The c y lin d e r head co ve r is c h a n g e d from full-floating typ e to sem i-floating type.
2. The c o v e r m o u n tin g bolt w a sh er seal is elim inated to prevent the bolt from loosening.
1—6
CYLINDER HEAD GASKET
Carbon
Idification hole
Turbo /
(G O x------ Turbo
F / ////// /// A
( x----- Non-Turbo Wire

Non-Turbo
1
Asbestos
Previous FE
86U01X-507
1. The c y lin d e r head gasket used on the T urbo engine is m ade of carbon, and that used on the N o n
T u rbo e ngine is m ade of asbestos.
2. These do not have the oil orifice. Instead they are for use on engines with an oil control plug passed
into the c y lin d e r block. Therefore, there is no inte rch a n g e a b ility with the previous FE T urbo or N o n
T u rbo engine.
3. As the ca rb o n gasket used for the T urbo e n gine has e n h a n ce d sealing ability, it can be used on
the N on -T u rb o engine. But usage of the N on-T urbo gasket on the T urbo e n gine is not possible
For idification, there are sm all holes in the T u rb o gasket.
VALVE MECHANISM
86U01X-508
O U T L IN E
There are tw o intake valves and one exhaust valve per cylin d e r that are o p erated by the cam shaft
th ro u g h the ro cker arms.
By em p lo yin g tw o 32.5 m m (1.28 in) intake valves instead of the one 44 mm (1.73 in) valve, the total
intake valve area is increased, im p ro vin g air intake efficiency.
The various parts of the valve m echanism are new ly d esigne d, and there is no inte rch a n g e a b ility with
the FE engine.
1—8
CAMSHAFT AND ROCKER ARM
' 86U01X-509
Camshaft
End play is co n tro lle d by the fla ng e of the No. 1 cam shaft journal cap, the sam e as in the FE engine.
Camshaft Cap
The cam shaft ca p s are inte gral-be aring types. They are secured to g e th e r with the rocker arm shafts.
Rocker Arm Shaft

1. The position of the rocker arm lubrication hole is different at the intake and exhaust sides. Both rocker
arm shaft assem blies must be assem bled so that the rear of the shaft aligns with the rear cam shaft cap.
2. identical ro cker arm sp rin gs are used for both the intake and exhaust sides. S pacers are used on
the exhaust side.
3. Be careful that the ro cker arm s or sp a ce r d o n o t g e t c a u g h t betw een the shaft and cam shaft cap.
Rocker Arm
1. There are tw o shapes of rocker arm s (A and B). Six of each are used as show n in the figure.
2. A hyd ra u lic lash adjuster (HLA) is used at each rocker arm to m aintain the valve cle a ra n ce at Omm.
(For operatio n of the H LA, refer to page 1— 11.)
1—9
VALVE AND VALVE RELATED PARTS
Valve
keeper
'l
Spring seat
Exhaust
valve
86U01X-510
Valve and Valve Spring

1. The intake and exhaust valves are different. The tw o intake valves are interchang eable.
2. The intake and exhaust valve s p rin g s are different. Both springs are an unequal pitch type, and
installed with the narrow pitch d o w n w a rd to w a rd s the cylin d e r head.
3. The intake and exhaust valve sprin g seats (u p p e r and lower) are interchangeable.
Valve Guide
The valve guide s are different fqr intake and exhaust. On the exhaust valve gu id e there is a relief w here
the g u id e p ro tru d e s into the exhaust port to prevent c a rb o n build-up. As re placem en t parts fo r se rvic
ing, only the exhaust g u id e is available. It is used for both the intake and exhaust sides.
Valve Seal
The valve seals are the sam e for intake and exhaust. But they are different from those used for the
FE engine. Use the vaive seal pusher (49 H 012 009) for installation.
Valve Keeper
The valve keepers for the intake valves are a fixed type, and the ones for the exhaust valves are a
floating ty p e to p ro v id e valve rotation.
1—10
HYDLAULIC LASH ADJUSTER (HLA)
The H LA in the rocker arm autom atically m aintains 0 m m valve clearance at all tim es. The result is
that ta p p e t noise is elim inated and there is no need fo r periodical adjustm ent of valve clearance.
The H LA is c o m p o s e d of the body, plunger, and c h e ck ball. The oil reservoir and oil ch a m b e r are
filled with oil.
Operation
Valve o p e n in g .....W hen the ro cker arm pushed the HLA, the c h e ck ball seals the oil cham ber, and
b ecause the oil can not be co m p re sse d , the b o d y and p lu n g e r m ove as an unit to open the valve.
As the valve opens, a sm all a m o u n t of oil in the oil ch a m b e r passes betw een the b o d y and the p lu n
ger, b a ck to the reservoir.
Valve c lo s in g .....As the cam shaft rotates, the pressure in the oil ch a m b e r decreases, allow ing the check
ball to open and oil to flow in from the reservoir. B ecause of the hyd ra u lic pressure and the p lunge r
sp rin g force, the p lu n g e r is p ushed against the valve stem, m aintaining valve clearance at 0 m m (0 in).
1—11
Oil in Reservoir
Oil is sealed in the reservoir by the O-ring. Oil flow ing from the H LA oil ch a m b e r is returned to the
reservoir th ro u g h the oil return gro o ve along the outer circu m fe re n ce of the H LA body.
Do not remove the HLA unless necessary, because oil leakage will o c c u r if the O -ring is d am aged .
Tappet Noise
T a p p e t noise m ay o c c u r if the e ng ine has not been o p e ra te d for an e xtende d period of time.
The noise sh ou ld stop after the e n g ine has reached norm al o p e rating tem perature.
C h e ckin g the H LA
1. C h e c k the e n gin e oil c o n d itio n ......Dirty oil, too m uch, or too little oil m ay cause air b u b b le s in the
H LA. B ecause oil with air can be co m p re sse d , the H LA wiil not w o rk correctly.
2. C h e c k the e ng in e oil p re s s u re ......L ow oil pressure m ay not allow the H LA p lu n g e r to extend fully.
3. C h e c k the H L A m o v e m e n t......W ith the valve closed, push dow n on the valve side of each rocker
arm and confirm that the H LA is not co m p re sse d . R eplace the H LA if it com press.
C aution: The oil m ust be c h a n g e d as outlined in the sch e d u le d m aintenan ce to assure p ro p e r o p e ra

tion of the HLA.
1—12
PISTON AND CONNECTING ROD
Non-Turbo Turbo
(Turbo) 7.2 mm
(0.28 in)
3.8 mm
(0.15 in)
2.5 mm
(0.10 in)
86U01X-512
Piston
The piston is different from that of the F t engine,
1, The am o un t the piston projects b eyo n d the cylin d e r b lo ck to p d e c k at to p dead center is increased
by 0.5 m m (0.020 in), and the sguish area is reduced. As a result, tu rb u le n c e w ithin the cylin d e r
is increased, im p ro vin g co m b u stio n efficiency. (Refer to p a g e 1— 6.)
2. The land w idth is increased for im p ro ve d ability to w ithstand co m b u stio n pressure.
Connecting Rod
The co n n e c tin g rod is different than that of the FE engine.
1. In co n ju n ctio n with the longer stroke, the co n n e ctin g rod is longer to re d u ce the rod sw ing angle
and piston side-loadin g.
2, For im p ro v e d c la m p in g fo rce and co n n e ctin g rod ca p strength, the size and tig h te n in g to rq u e of
the bolt is increased.
Boit size: M10

Tightening torque: 65— 69 Nm (6.6—7,0 m-kg, 48— 51 ft-lb)
1— 13
CRANKSHAFT
Fillet area
86U01X-513
C ra n k s h a ft
The cra nksh aft is different from that of the FE engine.
1. In co n ju n ctio n with the lo'nger stroke, the cra n k pin offset is increased from 43 m m (1.693 in) to
47 m m (1.850 in).
2. For increased inertia w eight, the th ickne ss of the co u n te rw e ig h ts is increased from 17.5 m m (0.689
in) to 19 m m (0.748 in).
3. For increased strength, the fillet areas of the cra n k pin journals and m ain journals are rolled.
M a in B e a rin g
From the b eg in n in g of p ro d u c tio n of the F2 engine, the low er m ain bearings used in the F2 and FE
engines have no oil groove, and have less oil clearance to re d u ce e n gine noise.
D o n o t in s ta ll th e lo w e r m a in b e a r in g s in p la c e o f th e u p p e r m a in b e a rin g s because the main
jo u rn a ls and the c ra n k pin jou rn als will not be lubricated.
1—14
TIMING BELT
point
Width: Pitch:
25.4 mm (1.0 in) 9.5 mm (0.37 in)
86U01X-514
1. For im p ro ve d service life of the tim ing belt, the parts related to the tim ing belt are redesigned.
• T im ing belt layout is c h a ng e d.
• The belt w idth has been increased from 19.1 m m (0.752 in) to 25.4 mm (1.0 in).
2. The new cam sh aft pulley has four a lignm ent marks. W hen used for the F2 engine, the " 1 ” m ark
is used fo r alignm ent.
3. For re d u c e d noise, the tension of the belt tensione r is re d u ce d by use of a w eaker spring.
B e lt d e fle c tio n a t 98 N (10 k g , 22 ib ) fo r c e : 7 .5 — 8 .5 m m (0 .3 0 — 0 .3 3 in )
1— 15
FRONT AND REAR AXLES
O U TLIN E ................. ............................... ..............9— 2

O U T LIN E OF C O N S T R U C T IO N ..................... 9— 2
DR IVESHAFT..................................... ..................9— 3
FRONT A X L E ....................................................... 9— 4
REAR A X LE.......................................................... 9— 5
86U09X-501
OUTLINE
Driveshaft
The basic construction is the sam e as that of the previous m odel, e xcept that the joint size is increased,
and the d riveshaft installation a n g le on th e ATX m odel is ch a n g e d in co n ju n ctio n with increased p o w
er of the engine.
Front Axle and Rear Axle

In a d d itio n to the Increased size of the fron t and rear bearings, sealed, m aintenance-free, ta p e r roller
b e aring s are e m p lo ye d for both the fro nt and rear axles. The sizes of the b e arings are also increased
to fu rth er im p ro ve the du ra b ility a nd serviceability.
In o rd e r to co p e with the increased load of the rear axle of 4W S m odels, the m aterial and co n struction
of the kn uckle spindle, and the size of the w heel bearing, are different than for the standard m odel.
86U09X-502
9—2
DRIVESHAFT
The typ e of CV joints for the driveshafts are the sam e as the previous m odel.
W heel side: Birfield
Differentia! side: MTX D ouble offset
ATX T rip od
In o rd e r to re d u ce vibration of the b o d y d u rin g sudden acceleration from a stop, the differential loca
tion is lo w ered for ATX m od els so that the driveshaft angle is a p p ro xim a te ly 4 ° (previous m odel: 7°).
T rip o d ty p e joints are used for ATX m odels to re d u ce e ngine vibrations transm itted to the b o d y d u rin g
idle, but the consta nt-ve lo city-ch aracteristic w as not as g o o d w hen there w as a bend angle of the
driveshaft.
For that reason, even th o u g h vibration is g e nerate d d u rin g sudden acceleration from a stop, this d is
a d va n ta g e has now been lessened by re d u cin g the bend angle.
For tu rb o e n gine m odels, a large (100 m m dia.) CV joint (non-turbo m odels: 95 m m dia.) is a d o p te d .
The join t shaft is the sam e as that e m p lo ye d fo r the previous m odel, and the lengths of the left and
right driveshafts are equal, as before. T orque-steer (the pulling of the steering w heel) during sud d e n
a cceleration from a stop is therefore, no problem .
A h ighly heat-resistant plastic dust seal is used for the bearing of the joint shaft, thus even fu rth e r im
pro vin g reliability.
For ABS m odels, a sensor rotor is pressed on at the w heel side.
Bend
angle
MTX Double offset
Birfield
ATX Tripod
86U09X-503
9 -3
FRONT AXLE
The front w heel hub and disc plate w ere previously one unit, but these are now separate in o rd e r
to im p ro ve rem oval and installation.
For the w heel bearing, the sam e ty p e sealed bearing as used previously is used, but d u ra b ility and
reliability are im p ro ve d by increasing the size of the bearing and by ch a n g in g the bearing se a l’s seal
ing point from the outer race to the inner race.
Outer dia. mm (in) Inner dia. mm (in) Width mm (in)

’88 year mode! 72 (2.83) 42 (1.65) 38 (1.50)
’87 year model 68 (2.68) 39 (1.54) 37 (1.46)
Knuckle
iWheel bearing
Dust cover
Steering Knuckle
-Wheel hub
Wheel bearing
86U09X-504
9 -4
REAR AXLE
The rear w heel hub is the sam e as previously used, and is unified with the brake drum (non-turbo
m odels) or the disc plate (turbo m odels).
A sensor rotor is press-fit onto the h u b of m odels e q u ip p e d with ABS. The w heel bearing is the sam e
style sealed bearing as is used for the front.
The w heel b e a rin gs for 4W S m o de ls are large to w ithstand the forces generated w hen the rear w heels
are turned.
Outer dia. mm (in) Inner dia. mm (in) Width mm (in)
4WS model 64 (2.52) 36 (1.42) 42 (1.65)
Standard model 58 (2.28) 30 (1.18) 42 (1.65)
In o rd e r to fu rth e r im p ro ve its strength, the knuckle spindle of 4WS m odels is a one-piece fo rg e d type.
The hub sp in d le used fo r sta nd ard m odels is the sam e tw o-piece cast typ e as was used previously.
(The sp ind le is press-fit into the hub.)
9 -5
FUEL AND EMISSION
CONTROL SYSTEMS
O U T L IN E ............................................................ ......... 4 -= 2
O U T LIN E OF C O N S T R U C T IO N ...................... 4 — 2
SYSTEM D IAG R AM ............................................... 4 — 5
EMISSION C O M P O N E N TS LO C ATIO N ......... 4 — 7
V A C U U M HOSE R O U TIN G D IA G R A M ..........4 — 11
S P E C IF IC A TIO N S ................................................... 4 — 13
C O M P O N E N T D E S C R IP TIO N S ...... .................. 4 — 14
R E LA TIO N S H IP C H A R T ...................................... 4 — 20
EG! (E L E C T R O N IC G A S O L IN E IN JE C T IO N )
C O N T R O L S Y S T E M ......................................... . 4 — 24
O U T L IN E ............................................. ..................... 4 — 24
INTAKE AIR S Y S T E M ...................................... . 4 — 25
TU R B O C H A R G IN G S Y S T E M .............................4 — 33
FU EL SYSTEM .......................................................4 — 40
C O N TR O L SYSTEM ...................... ............... 4 — 47
ID L E S P E E D C O N T R O L (IS C ) S Y S T E M ....... . 4 — 64
O U T L IN E ....................... ...................................... . 4 — 84
BYPASS AIR C O N TR O L (BAC) V A L V E .......... 4 — 65
C O N T R O L SYSTEM ...............................................4 — 66
E L E C T R O N IC S P A R K A D V A N C E (E S A )
C O N T R O L S Y S T E M ............. ............................... 4 — 69
C O N T R O L SYSTEM ............................... ............... 4 — 69
D IS T R IB U T O R .......................................................4 — 70
E M IS S IO N C O N T R O L S Y S T E M ......................... 4 — 72
E X H A U S T GAS R E C IR C U LATIO N
(EGR) S Y S T E M ................................... .................4 — 72
EVAPO RATIVE EMISSION C O N TR O L
(EEC) S Y S T E M ........... ....................................... 4 — 74
SHIFT IN D ICATO R LIG H T
C O N T R O L S Y S T E M .......... .................................4 — 75
F A IL -S A F E C O N T R O L S Y S T E M ...................... . 4 — 76
SELF-D IAG N O SIS FU N C TIO N ...........................4 — 76
FAIL-SAFE C O N TR O L FUNC TIO N ............ . 4 — 76
M A L F U N C T IO N D ISPLAY FU N C TIO N ........ 4 — 76
P R IN C IPLE OF CO DE C Y C L E ..........................4 - 7 7
SELF-D IAG N O SIS FU N C TIO N A N D
O PER ATIO N TA B LE .......................................... 4 — 78
INSPECTIO N P R O C E D U R E .......................... . 4 — 80
M O N IT O R F U N C T IO N ............... ............................ 4 — 82
SW ITCH M O N ITO R F U N C T IO N ........................4 — 83
O XYG EN SENSOR M O N ITO R F U N C T IO N ... 4 — 83
86U04X-501
OUTLINE
The Fuel and Em ission C ontrol System of the N ew m odel is basically the sam e as that of the previous
m odel, h ow e ver certain cha ng e s have been m ade.
A co m p a riso n of the m ajor parts betw een the new m odel and the previous m odel is as follows.
69G04B-502
Non-Turbo Engine
item New model Previous model Remarks
Air flow meter O O Improved intake air amount meas

urement
Dynamic chamber O O Inlet port location changed
Throttle body o o New: 2-throttle valves

Previous: 1-throttle valve
Throttle sensor o o New: Separated type

Previous: Combined type
Idle switch o o
AIR INTAKE Idle speed con o X Improved idle smoothness
SYSTEM trol (ISC) valve
Air valve o o New: Thermo wax type

Previous: Bimetal type
Resonance chamber o o New: Between left front fender and wheel apron
No.1 (Silencer) Previous: Within air cleaner
Resonance chamber No.2 o X Improved engine torque at mid-range
Idle-up solenoid X -o System simplified (replaced by ISC

valve valve)
Dashpot X o System simplified
Secondary air in X o System simplified

jection
Pressure regulator o o Operation changed

FUEL control
SYSTEM
Injector o o Injection amount increased
Fuel injection pattern 1 group injection 1 group injection New: Above 4,500 rpm, once per two
(once per revo (once per revo revolutions
CONTROL lution) lution)
SYSTEM
Fuel cut operation O X Fuel cut: Above 6,300 rpm
(Engine overspeed) For engine protection
EVAPORA
Three-way check O O —
valve
TiVE EMIS
SION
CONTROL
Separator O X
Improved product quality
SYSTEM
Check and cut valve O X
FAIL-SAFE CONTROL SYSTEM O o Diagnosis function for output devices added
MONITOR FUNCTION O X Improved serviceability
MALFUNCTION INDICATOR LIGHT O X Indicates engine malfunction to driver

86U04X-502
O : Equipped
X : Not equipped
Turbo Engine
item New mode! Previous model Remarks
Air flow meter O O Improved intake air amount meas

urement
Dynamic chamber O O Inlet port location changed
Throttle body o o New: 2-throttle valves

Previous: 1-throttle valve
Throttle sensor o o New: Separated type

Previous: Combined type
Idle switch o o
AIR INTAKE
SYSTEM
Idle speed con o X Improved idle smoothness
trol (ISC) valve
Air valve o o New: Thermo wax type

Previous: Bimetal type
Resonance chamber o o New: Between left front fender and wheel apron
No.1 (Silencer) Previous: Within air cleaner
Idle-up solenoid X o System simplified (replaced by ISC

valve valve)
Dash pot X o System simplified
Secondary air in X o System simplified

jection
Intercooler o X Improved engine performance
Air bypass valve o X Reduced noise during deceleration

TUR BO
CHARGING Solenoid valve o X Controls wastegate
SYSTEM
Pressure switch X o
System simplified
Warning light X o
Fuel pump o o 4-wheel steering model: two fuel
pumps; main pump and transfer
pump
FUEL
SYSTEM
Injector o o Injection amount increased
Pressure regulator o o Operation changed

control
Fuel injection pattern 2 group injection 2 group injection

(once per two (once per two —
revolutions) revolutions)
CONTROL Fuel injection timing O X Fuel injection timing changed by en

SYSTEM control gine condition
Fuel cut operation O O Fuel cut

(Engine overspeed) New: Above 6,300 rpm
Previous: Above 6,800 rpm
ELECTRONIC SPARK ADVANCE O X Improved engine performance

(ESA) CONTROL SYSTEM
O : Equipped
X : Not equipped
4 -3
item New model Previous model Remarks
Three-way check
EVAPORA
valve
O O —
TIVE EMIS
SION
CONTROL
Separator O X
SYSTEM Improved product quality
Check and cut valve o X
FAIL-SAFE CONTROL SYSTEM o o Diagnosis function for output devices added
MONITOR FUNCTION o X Improved serviceability
MALFUNCTION INDICATOR LIGHT o X Indicates engine malfunction to driver
86U04X-503
O : Equipped
X : Not equipped
4—4
SYSTEM DIAGRAM
Non-Turbo Engine
S olenoid valve
C h e c k and cut valve Fuel filter (P ressu re regulator)
(high pressure
Injector / V acu u m switch valve
side) p q v
N o-2 p urge , /
T h re e -w a y control valv e /P re s s u re Solenoid valve/
\ No.1 p urge / regulator
c h eck v a lv e \o rific e (P u rg e) / D istributor
F uel fitter :e \ control valve / Engine
(Low p ressu re side) control
unit
,li V ac u u m
w ~~d elay
S eparato r valve
O rifice A tm o sp heric
p ressure
sensor
Air flow m eter

I Throttle sensor and idle switch
cn
Air valve
In tak e air therm o E G R control valve

sensor
W a te r therm o switch
W a te r th e rm o sensor
O xygen sensor
W a te r th e rm o C atalytic
valve co nverter S olenoid i O rifice 4 b E xhaust gas
S olenoid valve EQR V acu u m
valve (E G R ) m odulator <jjnm Fuel
(Idle speed valve <=> Air
86U04X-504
control) <$=3 O th er
Turbo Engine
Solenoid valve
(Pressure regulator)
Mn 1 n u ra e
F u e ! f llt e r Solenoid valve (purge)
No. p g (high pressure Pr-occnr-p
* res^ ure J
No.2 purge control valve control valve M sjde) regulator Vacuum
Three-way check valve PCV switch Distributor
valve Engine
valve /cTo\
Fuel filter
(Low pressure side)
M y -3 control
unit
Air bypass ® -» . Knock

Separator valve control
unit
Fuel pump Atm ospheric
Check and pressure
cut valve“ sensor
Sorenoid valve (wastegate)
Intercooler
Air flow meter
I
CD
Air valve Throttle sensor and idle switch
Solenoid valve (Idle speed control)
Intake air thermo EGR position sensor

sensor
EGR control valve
W ater thermo switch
Vacuum
chamber
W ater
therm o Solenoid valve Exhaust gas
Oxygen sensor
(EGR, vacuum) Vacuum
T urbocharger Wastegate thformo Knock
sensor Solenoid valve I t * ue!
sensor
Catalytic (EGR,vent) M o th e r
86U04X-505
converter
EMISSION COMPONENTS LOCATION
Fuel and Output Devices (Non-Turbo Engine)
Pressure regulator
Delivery pipe Solenoid valve
'(Idle speed control)
Injector
Check connector
Green 6 pin
EGR modulator (for Self-Diagnosis
yalve Checker)
EGR control
valve
Solenoid valve
(EGR)
Shift indicator light
Separator
Three-way check valve
Check and cut valve
86U04X-506
4—7
Exhaust and Input Devices (Non-Turbo Engine)
Throttle sensor
Air fiow meter
.Test connector
/ Yellow 2 pin
(for fuel pump)
Test connector
Green 1 pin
Water thermo
valve
Atmospheric
pressure EC-AT control unit
sensor Circuit opening relay
Clutch switch
Brake light switch
W ater thermo
switch
Oxygen sensor
as.
Main silencer
86U04X-507
4—8
Fuel and O u tp u t Devices (Turbo Engine)
Delivery pipe Pulsation damper

Solenoid valve
Pressure regulator (Idle speed control)
Injector Check connector

Green 6 pin
(for Self-Diagnosis
Vacuum chamber
Checker)
(with check valve)
EGR control valve
Solenoid valve
(waste gate)
Solenoid valve
(EGR)
Solenoid valve
(Pressure regulator)
(Purge)
Fuel filter
Transfer pump
(4 wheel steecing)
Separator
— Three-way check valve
Check and cut valve
86U 04X-508
Exhaust and Snput Devices (Turbo Engine)
Throttie sensor
Test connector
Yellow 2 pin
(for fuel pump)
EGR position Test connector

sensor s. Green 1 pin
W ater thermo
valve
E/L control unit

Atm ospheric pressure sensor
Knock control unit
Knock sensor
EC-AT control unit
Circuit opening relay
Clutch switch
W aier thermo
switch
Water thermo sensor
Inhibitor switch
Oxygen sensor
Turbocharger
silencer
86U04X-509
4—10
VACUUM HOSE ROUTING
Non-Turbo Engine
B: Black
W: W hite
L: Blue
O: Orange
G: Green
R: Red
Y: Yellow
Br: Brown
DIAGRAM
86U04X-510
R: Red
B: Black
Y: Yellow
L: Blue
G: Green
Br: Brown
W: White
Turbo Engine
SPECIFICATIONS
Engine type Non-Turbo Engine

Item Turbo Engine
Idle speed rpm 750 ± 25 (ATX: P range)*
Throttle body
Type Horizontal draft (2-barrel)
No. 1 MTX: 40 (1.6), ATX: 46 (1.8)
Throat diameter mm (in)
No. 2 MTX: 46 (1.8), ATX: 40 (1.6)
Air flow meter
E2—Vs Fully closed: 20—400 Fully open: 20— 1,000
LU
> >
0 CD
100—400
C1
\J CI\J
LU
200—400
Resistor ft
-2 0 ° C ( -4 ° F ) 13,600— 18,400
E 2 -T H A 20°C ( 68°F) 2 ,2 1 0 - 2 ,6 9 0
60°C (140°F) 493- 667
Fuel pump
Type Impeller (in tank)
Main pump: 4 4 1 -5 8 8 (4 .5 -6 .0 , 6 4 -8 5 )
Output pressure kPa (kg/cm2, psi)
Transfer pump: 39 (0.4, 5.7) max.
Main pump: 220 (13.4) min.
Feeding capacity cc (cu in)/10 seconds
Transfer pump: 190 (11.6) min.
Fuel filter
Low pressure side Nylon element
Type
High pressure side Paper element
Pressure regulator
Type Diaphragm
Regulating pressure kPa (kg/cm2, psi) 235—275 (2.4—2.8, 34—40)
Injector
Type High-ohmic
Type of drive Voltage
Resistance ft 12— 16 1 1 -1 5
Injection amount cc (cu in)/15 seconds 44—61 (2 .6 8 -3 .7 2 ) 73—90 (4 .4 5 -5 .4 9 )
Idle speed control valve
CD
CT>
o>
ft
CO
Solenoid resistance
I
Turbocharger
Cooling method Engine coolant
Lubrication method Engine oil
60 (0.61, 8.7): Solenoid duty value 100%
Boost pressure (Maximum) kPa (kg/cm2, psi)
45 (0.46, 6.5): Solenoid duty value 0%
Fuel tank
Capacity liters (US gal, Imp gal) 60 (15.9, 13.2), 57 (15.0, 12.5): 4-wheel steering vehicle
Air cleaner
Element type Oil permeated
Fuel
Unleaded premium
Specification Unleaded regular
(Unleaded regular)
* With test connector grounded 8 6 U04 X-512
4— 13
COMPONENT DESCRIPTIONS
Non-Turbo Engine
Application
Component Function Remarks New Previous
model mode!
Air cleaner Filters air into throttle body O O
Air flow meter Detects amount of intake air; Intake air thermo sensor and O o
sends signal to control unit fuel pump switch are in
tegrated
Air valve When cold, supplies bypass air into dy • Engine speed increased to o Q
namic chamber shorten warm-up period
* Thermo wax type
• Installed in BAC valve
Atmospheric pres Detects atmospheric pressure; sends sig o O
sure sensor nal to control unit
BAC valve Supplies bypass air to dynamic chamber Consists of air valve and ISC o X
valve
Brake light switch Detects braking operation (deceleration); o o
sends signal to control unit
Catalytic converter Reduce HC, CO and NOx by chemical Monolith type o o
reaction
Charcoal canister Stores gas tank fumes when engine o o
stopped
Check connector For Self-Diagnosis Checker 6-pin connector (Green) o 0
Check and cut valve Releases excessive pressure or vacuum o X
in fuel tank to atmosphere
Circuit opening relay Voltage for fuel pump while engine running o ■o
Clutch switch Detects in-gear condition; Switch ON when clutch pedal o o
sends signal to control unit released
Dynamic chamber Interconnects all cylinders o o
EC-AT control unit Detects N or P range; sends signal to o X
control unit
E/L control unit Detects that E/L is being applied; sends o X
signal to control unit
EGR control valve Recirculates portion of exhaust gas 0 o
EGR modulator valve Controls vacuum acting on EGR control o o
valve
Engine control unit Detects the following:
1. Engine speed 1. Ignition coil o o
2. Vehicle speed (MTX) 2. Speedometer o X
3. Intake air amount 3. Air flow meter 0 a
4. Engine coolant temperature 4. Water thermo sensor o Q
5. Radiator coolant temperature 5. Water thermo switch o o
6. Throttle valve opening angle 6. Throttle sensor 0 o
7. Throttle valve fully closed 7. Idle switch o o
8. Air/fuel ratio (Oxygen concentration) 8. Oxygen sensor o o
9. In-gear condition 9. Neutral, clutch and 0 o
inhibitor switches
10. Intake air temperature 10. Intake air thermo sensor Q o
(in air flow meter)
11. Atmospheric pressure 11. Atmospheric pressure 0 o
sensor
12. A/C operation 12. A/C switch o o
13. P/S operation 13. P/S pressure switch o o
14. E/L operation 14. E/L switch o X
15. Cranking signal 15. Ignition switch o a
16. Test signal (idle speed, malfunction 16. Test connector 0 X
code No)
17. Braking signal 17. Brake light switch 0 o
4— 14
Application
model model
Engine control unit Controls operation of the following:
1. Fuel injection system 1. Injector O O
2. Idle speed control 2. Solenoid valve (Idle O X
speed)
3. Pressure regulator control system 3. Solenoid valve (Pressure o o
regulator control)
4. Purge control system 4. Solenoid valve o o
(Purge control)
5. Fail-safe function 5. Self-Diagnosis Checker o X
and MIL
6. Monitor function 6. Monitor lamp o X
(Self-Diagnosis Checker)
7. EGR system 7. Solenoid valve (EGR) o o
8. Shift indicator light control system 8. Shift indicator light o o
9. A/C (cut-off) 9. A/C relay o X
Sth gear switch Detects 5th gear driving; sends signal to MTX only o 0
control unit
Fuel filter Filters particles from fuel o 0
Fuel pump Provides fuel to injectors • Operates while engine o 0
running
• Installed in fuel tank
idle switch Detects when throttle valve fully closed; Installed on throttle body o 0
Ignition coil (-) Detects engine speed; sends signal to o 0
terminal control unit
Ignition switch Sends engine cranking signal to control o o
(ST position) unit
Inhibitor switch Detects in-gear condition; sends signal to Switch ON in “ N ” or “ P” o o
EC-AT control unit range
Injector Injects fuel into intake port •Controlled by signals from o o
control unit
• High-ohmic injector
Intake air thermo Detects intake air temperature; Installed in air flow meter o o
sensor sends signal to control unit
Main relay ' Supplies electric current to injectors, con o 0
trol unit etc.
MIL (Malfunction Light illuminates when input device Flashes when test connector 0 X
indicator light) malfunctions grounded
Neutral switch Detects in-gear condition; sends signal to Switch ON when in-gear o o
control unit
Oxygen sensor Detects Oxygen concentration; sends sig Zirconia ceramic and plati o 0
nal to control unit num coating
PCV valve Controls blow-by gas amount pulled into o o

engine
P/S pressure switch Detects P/S operation; sends signal to P/S: ON when steering wheel o 0
control unit turned right or left
Pressure regulator Adjusts fuel pressure supplied to injectors o o
Pulsation damper Absorbs fuel pulsation o 0
Resonance chamber Improves mid-range torque characteristics o X
N o.2
Separator Prevents fuel from flowing into charcoal o X
canister
4— 15
Application
model model
EGR Controls vacuum line to EGR control O O
valve
O
valve
idle speed control Controls bypass air amount • Controlled by duty signal X
from control unit
• With integrated air valve
Solenoid
• Controls idle-up
Pressure regulator Controls vacuum line to pressure Cuts vacuum line when hot o o
control regulator
Purge control Controls vacuum line to vacuum switch o o
valve
Speedom eter Detects vehicle speed; sends signal to ON: Above 113 mph o X
control unit (180 km/h)
Test connector For Self-Diagnosis Checker and idle 1-pin connector (Green) o X
speed adjustment
Throttle body Controls intake air quantity Integrated throttle sensor and o o
idle switch
Throttle sensor Detects throttle valve opening angle; Installed on throttle body o o
Three-way check Controls pressure in fuel tank o o
valve
Vacuum delay valve Retards ignition timing during transition o o
(for distributor) from deceleration to acceleration
Vacuum switch valve Regulates evaporative fumes from o o
canister to intake manifold
W ater therm o sensor Detects coolant temperature; o o
W ater therm o switch Detects radiator coolant temperature; ON: above 17°C (63°F) o 0
W ater therm o valve Controls vacuum applied to No.1 purge Opens vacuum line above o o
control valve and solenoid valve (Purge) 54°C (129°F)
86U04X-513
Turbo Engine
A p p lic a tio n
C om ponent F u n c tio n R em arks New Previous
m odel model
A ir bypass valve Bypasses compressed air from after tur O X
bocharger to before turbocharger during
deceleration; prevents noise
A ir cle a n e r Filters air into throttle body O O
A ir flo w m eter Detects amount of intake air; Intake air thermo sensor and o o
sends signal to control unit fuel pump switch are in
tegrated
A ir valve When cold, supplies bypass air into dy • Engine speed increased to o Q
namic chamber shorten warm-up period
• Thermo wax type
• Installed in BAC valve
A tm o s p h e ric p re s Detects atmospheric pressure; sends sig o Q
su re se n s o r nal to control unit
BAC valve Supplies bypass air to dynamic chamber Consists of air valve and ISC o X
valve
Brake lig h t s w itc h Detects braking operation (deceleration); o o
C a ta lytic c o n v e rte r Reduce HC, CO and NOx by chemical Monolith type o o
reaction
C harcoal c a n is te r Stores gas tank fumes when engine o o
stopped
C heck c o n n e c to r For Self-Diagnosis Checker 6-pin connector (Green) o o
C heck and c u t valve Releases excessive pressure or vacuum o X
in fuel tank to atmosphere
C irc u it o p e n in g relay Voltage for fuel pump while engine running o o
C lutch s w itc h Detects in-gear condition; Switch ON when clutch pedal o o
sends signal to control unit released
D is trib u to r Has Ne and G rotor G X
D ynam ic c h a m b e r Interconnect all cylinders 0 o
EC-AT c o n tro l u n it Detects N or P range; sends signal to o X
control unit
EGR c o n tro l valve Recirculates portion of exhaust gas o o
EGR p o s itio n se n so r Detects EGR control valve lift amount; Variable resister o 0
E/L c o n tro l u n it Detects that E/L is being applied; sends o X
signal to control unit
E ngine c o n tro l u n it Detects the following:
1. Engine speed 1. Ne rotor (in distributor) o X
2. No.1 and No.4 piston TDC 2. G rotor (in distributor) 0 X
3. Intake air amount 3. Air flow meter o o
4. Engine coolant temperature 4. Water thermo sensor o o
5. Radiator coolant temperature 5. Water thermo switch o 0
6. Throttle valve opening angle 6. Throttle sensor Q o
7. Throttle valve fully closed 7. Idle switch 0 0
(in throttle sensor)
8. Air/fuel ratio (Oxygen concentration) 8. Oxygen sensor o o
9. In-gear condition 9. Neutral, clutch and o o
inhibitor switches
10. Intake air temperature 10. Intake air thermo sensor o o
(in air flow meter)
11. Atmosperic pressure 11. Atmospheric pressure o o
sensor
12. A/C operation 12. A/C switch o o
13. P/S operation 13. P/S pressure switch o o
14. E/L operation 14. E/L switch o X
4— 17
Application
model mode!
Engine control unit 15. Cranking signal 15. Ignition switch O O
16. Test signal (Idle speed, IG timing 16. Test connector O X
malfunction code No.)
17. Braking signal 17. Brake light switch o o
18. Knocking signal 18. Knock sensor o o
Controls operation of the following:
1. Fuel injection system 1. Injector o o
2. Idle speed control 2. Solenoid valve (Idle 0 X
speed)
3. Pressure regulator control system 3. Solenoid valve (Pres o o
sure regulator control)
4. Ignition system 4. Igniter 0 X
(Electrical spark advance)
5. Purge control system 5. Solenoid valve o o
(Purge control)
6. Fail-safe function 6. Self-Diagnosis Checker o X
and MIL
7. Monitor function 7. Monitor lamp o X
(Self-Diagnosis Checker)
8. EGR system 8. Solenoid valve (EGR) o o
9. Waste gate control 9. Solenoid valve o X
(waste gate)
10. A/C (cut-off) 10. A/C relay o- X
11. Overboost warning 11. Warning buzzer o o
Fuel filter Filters particles from fuel o o
Fuel pump Provides fuel to injectors • Operates while engine
running o • 0
® Installed in fuel tank
G rotor and pick-up Detects No.1 and No.4 cylinders TDC; For determining fuel injection O■ X
sends signal to control unit timing and ignition timing
Idle switch Detects when throttle valve fully closed; Installed on throttle body o o
Igniter Receives spark signal from control unit o X
and generates high voltage to ignition
coil
Ignition switch . Sends engine cranking signal to control Q o
(ST position) unit
Inhibitor switch Detects in-gear condition; sends signal to Switch ON in “ N ” or “ P" o o
EC-AT control unit range
Injector Injects fuel into intake port • Controlled by signals from 0 o
control unit
• High-ohmic injector
Intake air thermo Detects intake air temperature; Installed in air flow meter o 0
sensor sends signal to control unit
Main relay Supplies electric current to injectors, con 0 o
trol unit etc.
MIL (Malfunction Light illuminates when input device Flashes when test connector o X
indicator light) malfunctions grounded
Ne rotor and pick-up Detects crank angle at 30° intervals; As engine speed 0 X
Neutral switch Detects in-gear condition; sends signal to Switch ON when in-gear o o
control unit
Knock control unit Receives knock signal from knock sen o o
sor; sends signal to control unit
Knock sensor Detects engine knocking; sends signal to D o
knock control unit
4— 18
Application
model model
Oxygen sensor Detects Oxygen concentration; sends sig Zirconia ceramic and plati O O
nal to control unit num coating
PCV valve Controls blow-by gas amount pulled into O o
engine
P/S pressure switch Detects P/S operation; sends signal to P/S: ON when steering wheel o o
control unit turned right or left
Pressure regulator Adjusts fuel pressure supplied to injectors o o
Pulsation damper Absorbs fuel pulsation o o
Separator Prevents fuel from flowing into charcoal o X
canister
EGR Controls vacuum to EGR control valve Vent side: controls vent line o o
Vacuum side: controls vacu
um line
Idle speed control Controls bypass air amount • Controlled by duty signal o X
from control unit
valve
• With integrated air valve

• Works idle-up
o 0
Solenoid
Pressure regulator Controls vacuum line to pressure Cuts vacuum line when hot
control regulator
Purge control Controls vacuum line to vacuum switch o o
valve
Waste gate Controls turbocharger boost pressure ap o X
plied actuator
Test connector For Self-Diagnosis Checker and idle 1-pin connector (Green) o X
speed and ignition timing adjustment
Throttle body Controls intake air quantity Integrated throttle sensor and o o
idle switch
Throttle sensor Detects throttle valve opening angle; Installed on throttle body o o
Three-way check Controls pressure in fuel tank o. o
valve
Transfer pump (Fuel) Transfers fuel from left to right in fuel 4-wheel steering vehicle o X
tank
Turbocharger Pressurizes intake air utilizing exhaust Integrated solenoid valve o 0
gas flow (waste gate)
Vacuum chamber Stores vacuum led to solenoid valve Integrated check valve o X
(EGR, vacuum side) under turbocharger
boost condition
Vacuum switch valve Regulates evaporative fumes from o o
canister to intake manifold
W ater therm o sensor Detects coolant temperature; 0 o
W ater therm o switch Detects radiator coolant temperature; ON: above 17°C (62.6°F) o o
W ater therm o valve Controls vacuum applied to No.1 purge Opens vacuum line above o o
control valve and solenoid valve (Purge) 54°C (129°F)
86U04X-514
4—19
RELATIONSHIP CHART
Input Devices and Output Devices (Non-Turbo Engine)
: Not related
TEST CONNECTOR X X X o X X X X
: Related
5TH GEAR SWITCH X X X X X X X O
BRAKE LIGHT SW ITCH O X X X X X X X
VEHICLE SPEED SWITCH O X X X X X X X
ELECTRICAL LOAD
CONTROL UNIT
X X X o X X X X
P/S PRESSURE SWITCH X X X o X X X X
A /C SWITCH O X X o X O X X
IGNITION SWITCH (STA

POSITION) O o X X X X o O
INHIBITOR SWITCH and
EC— A T CONTROL UNIT o X X o o X X X
NEUTRAL AND CLUTCH

SWITCH o X X o X X X O
OXYGEN SENSOR o X X X X X X X
W ATER THERMO
SWITCH (RADIATOR) 0 X X X o X X X
ATM OSPHERIC
PRESSURE SENSOR
o X X o X X X X
IN TAKE AIR THERMO

SENSOR o X X o X X o X
W ATER THERMO
SENSOR
o X X o O o O X
IDLE SWITCH o o X o X X X 0
THROTTLE SENSOR . o O X 0 O X O O
AIR FLOW METER o X X X X O X O
IGNITION COIL o O X o O O O O
DEVICES
FUEL INJECTION
FUEL INJECTION
AIR VALVE
INPUT
ISC VALVE
AM OUNT
(PURGE)
TIMING
(PRESSURE REG ULATOR)
LIGHT
(EGR)
DEVICES
SOLENOID VALVE
VALVE
VALVE
INDICATOR
VALVE
INJECTOR
SOLENOID
SOLENOID
OUTPUT
SHIFT
BAC
86U04X-515
4—20
Output Devices and Engine Conditions (Non-Turbo
\ ENGINE CONDITIONS
MEDIUM LOAD IDLE

IGN:
W ARNING (TH RO T
CRANKING ON
UP ACCEL HEAVY DECEL TLE
(COLD (ENGINE REMARKS
(DURING ERATION LOAD ERATION VALVE
ENGINE) a NOT
IDLE) FULLY
RUNNING)
CLOSED)
COLD WARM
OUTPUT DEVICES
Rich and Rich and

INJECTION Rich Rich
lean lean
INJE No
Fuel cut
CTOR injection
1 group 1 group Above 6,300 rpm:
INJECTION
1 group (once per revolution) (once per revolution) (once per fuel cut
TIMING
(once per two revolutions)* revolution) ‘ Above 4,500 rpm
-f^ *Coolant temp:

I AIR VALVE Open* Close
hJ below 50°C (122°F)
BAC
VALVE
Large Large
*ln extreme cold
Engine)
ISC VALVE amount of amount of Small amount of bypass air No bypass
condition
bypass air bypass air*
*ATX D range: OFF

SOLENOID VALVE ON ON ON
ON (EGR cut) OFF (EGR) OFF (EGR) ON (NO EGR due to no
(EGR) (EGR cut) (EGR cut) (EGR cut)*
vacuum to system)
OFF 1st stage:

SOLENOID VALVE
OFF (2nd stage not operated) ON (2nd stage operates) (2nd stage OFF controlled by water
(PURGE)
not operated) thermo valve
After
SOLENOID VALVE
starting*: *During hot
(PRESSURE REGULA OFF (Vacuum to pressure regulator). OFF
ON start only
TOR CONTROL)
(Vacuum cut)
86U04X-516
* Intake manifold vacuum

SHIFT INDICATOR
Not illuminated Illuminates (Except in 5th gear)* Not illuminated less than specified value
LIGHT
(acceleration or load)
Input Devices and Output Devices (Turbo Engine)
: Not related
TEST CONNECTOR X X X o X X X X X O
: Related
KNOCK SENSOR X X X X X X X X O o
BRAKE LIGHT SWITCH O X X X X X X X X X
Ox
EGR POSITION SENSOR X X X X O O X X X o

ELECTRICAL LOAD
CONTROL UNIT
X X X o X X X X X X
P/S PRESSURE SWITCH X X X 0 X X X X X X
A /C SWITCH O X X Q X X o X X X
IGNITION SWITCH (STA

POSITION)
O' o X X X X X o X O
INHIBITOR SWITCH and
EC— A T CONTROL UNIT
O X X o X X X X X o
NEUTRAL AND CLUTCH
SWITCH
O X X o X X X X X o
OXYGEN SENSOR O X X X X X X X X X
W ATER THERMO
SWITCH (RADIATOR)
O X X X o o X X X . o
ATM OSPHERIC
PRESSURE SENSOR
O X X o X X X X X X
IN TAKE AIR THERMO

SENSOR
O X X o X X X o o X
WATER THERMO
SENSOR
O o X o O O o O o O
IDLE SWITCH O O X o O O X X X O
THR O TTLE SENSOR ' O O X o O O X O X o
AIR FLOW METER O X X X O o o X O o
Ne SIG NAL O O X o O o O O O o
G2 SIG NAL X O X X X X X X X o
G1 SIG NAL X O X X X X X X X o
DEVICES
(PURGE)
(PRESSURE REGULATOR)
AIR VALVE
ISC VALVE
INJECTION
INJECTION
AM OUNT
TIMING
(EGR Vacuum sid e )

FUEL
FUEL
INPUT
SOLENOID VALVE
SOLENOID VALVE
SOLENOID VALVE
SOLENOID VALVE
VALVE
DEVICES
(EGR Vent side)
(W ASTEG ATE)
INJECTOR
SOLENOID
IGNITER
OUTPUT
VALVE
BAC
\
86U 04X -517
4—22
O u tp u t
\E N G IN E CONDITIONS
MEDIUM LOAD IDLE

IGN:
Devices
WARNING (THROT
CRANKING ON
UP ACCEL HEAVY DECEL TLE
(COLD t (ENGINE REMARKS
(DURING ERATION LOAD ERATION VALVE
ENGINE) NOT
IDLE) FULLY
RUNNING)
CLOSED)
and
COLD WARM
Engine
OUTPUT DEVICES " ,
Rich and Rich and

INJECTION Rich Rich
lean lean
INJEC
C o n d itio n s
Fuel cut No injection
TOR 1 group 2 group
INJECTION Above 6,300 rpm:
(once per 2 group (once per two revolutions) (once per two
TIMING fuel cut
revolution) revolution)
*Coolant temp:
AIR VALVE Open* Close
(Turbo
below 50°C (122°F)
BAC
VALVE Large Large
IV) *ln extreme cold
CO ISC VALVE amount of amount of Small amount of bypass air No bypass
condition
E n g in e )
bypass air bypass air*
OFF (Duty value 0%) OFF (Duty value 0%)

SOLENOID VALVE
(Atmospheric pressure to EGR valve) (Atmospheric pressure to EGR valve)
(EGR Vent side) Operate
Does not ‘ Depends on engine
L— 11 L [Duty values (EGR operate condition
SOLENOID VALVE amount) change*]
OFF (No vacuum to EGR valve) OFF (No vacuum to EGR valve)
(EGR Vacuum side)
OFF (2nd 1st stage:

SOLENOID VALVE
OFF (2nd stage not operated) ON (2nd stage operates) stage not OFF controlled by water
(PURGE)
operated) thermo valve
SOLENOID VALVE After
*During hot
(PRESSURE REGULA OFF (Vacuum to pressure regulator) starting: ON* OFF
start only
TOR CONTROL) (Vacuum cut)
SOLENOID VALVE OFF (Boost pressure ON (Duty value changes)* OFF (Boost pressure 'W hen knocking
ON (Duty value 100%) OFF
(WASTEGATE) not released) (Boost pressure controlled) not released) occurs
86U04X-518
Advanced:
IGNITER Fixed at Advanced: depends Retarded: depends on
depends on —
(Ignition timing) BTDC 6° on engine condition intensity of knocking
engine speed
EGI (ELECTRONIC GASOLINE INJECTION) CONTROL SYSTEM
O U T L IN E
The EGI system e lectrically co n tro ls the a m ount of fuel su p p ly and fuel pressure via its control unit.
The EGI system consists of the follow in g 3 subsystem s
1. in ta k e A ir S y s t e m ......C ontrols the e n g in e ’s required air am ount.

2. F u e l S y s t e m ..................S upplies fuel to the engine and controls the required fuel pressure
to m aintain the fuel injection am ount to each cylinder.
3. C o n tr o l S y s t e m . . .........C ontrols the e n g in e ’s required fuel injection a m o u n t and the fuel in
jection tim ing.
The sy s te m ’s co m p o n e n ts are as follow s.
Pressure regulator Throttle sensor
Injector Idle switch
EGR control valve
Solenoid valves (EGR)
Water thermo sensor

:0 Engine control unit
Brake light switch
V r 1 ciiioh switch
Fuel pump
Transfer pump
(4 wheel steering)
69G 04A -514
4 -2 4
INTAKE AIR SYSTEM
This system supplies and co n tro ls the am o u n t of air required by the engine.
M ajor im p ro v e d or m od ifie d points from the previous m odel are as follows:
1. A ir flow m eter 3, R esonance ch a m b e r N o.2

2. Throttle b o d y
Non-Turbo Engine
Dynamic chamber
Throttle body
r flow meter
Intake Air Flow
Air Air flow Throttle Dynamic Intake Resonance

Engine chamber No.1
cleaner meter body chamber manifold
(Silencer)
ISC valve
Air valve
BAC vaive
86U 04X -519
4 -2 5
Turbo Engine
Dynamic chamber
Throttle body
Intake manifold
BAC valve
Air flow meter
Turbocharger
Intercooler
Resonance chamber No.1
(Silencer)
Intake Air Flow
Air Air flow T u rb o - Inter - Throttle Dynamic intake Engine

cleaner meter charger cooler chamber manifold
ISC valve
Air valve
BAC valve
4—26
Air Fiow Meter
86U04X-521
The size of the intake air passage is enlarged due to the increase of engine displacem ent.
Maximum Measured Fiow:

New mode! — 550 m3/h (19,400 ft3/h)
Previous mode! — 400 m3/h (14,100 flVh)
4—27
Throttle Body
The total area of the intake air passage is e nlarged by the use of tw o throttle valves d ue to increased
engine displacem en t.
86U04X-522
The throttle body, w hich con tro ls intake air quantities, consists of the No.1 and N o .2 throttle valves,
and a b ypass system to s u p p y small quantities of air w hen idling.
Inclu de d with the throttle b o d y is a throttle sensor fo r d e tecting the throttle valve openin g, and an idle
switch to dete ct the throttle valve fully closed condition.
Also, the BAC (B ypass A ir C ontrol) valve is installed on the throttle b o d y to ensure idle sm oothness.
E xplanation c o n c e rn in g the BAC valve is on page 4 — 65.
4 -2 8
Dual throttle valves (No.1 and No.2 throttle valve)
No.1 throttle valve
D ia m e te r o f th ro ttle valves
M odel
No.1 N o .2
MTX 40 mm (1.6 in) 46 mm (1.8 in)
ATX 46 mm (1.8 in) 40 mm (1.6 in)
86U04X-523
The N o.2 throttle valve is d e sign e d to begin o p enin g w hen the No.1 throttle valve has o pene d a p
p r o x . 2 5 ° ( M I X ) , 1 0 ° (A T X ). This is so that only the No.1 throttle valve ope n s or closes w hen the
a cce le ra to r is pressed d ow n slightly or w hen it is released after having been pressed dow n only slig h t
ly, th e re b y ke ep in g ch a n g e s in the am ount of airflow to a m inim um .
T hrou gh this operation, the ch a n g e in the a m o u n t of airflow sup p lie d to the engine is lim ited, p re ve n t
ing sud de n c h a n g e s in engine speed, and acceleration and deceleration shock.
The sizes of the No.1 and N o .2 throttle valves fo r m anual transaxle vehicles and autom atic transaxle
vehicles are just the o p p o site (see table above).
B ecause ATX vehicles have a certain am ount of to rq u e co n ve rte r slippage, the No.1 throttle valve
is larger in o rd e r to increase e n gin e rpm q u ickly w hen the a ccelerator is depressed.
4—29
Idle Switch
For im proved detection of the throttle valve position, the style and location of the idle switch are changed.
Contact points
86U04X-524
The idle switch detects the throttle valve fully closed co n d itio n and relays this signal to the control unit.
This sw itch is used as a s to p p e r fo r the throttle valve.
4—30
Throttle Sensor
The structure of the throttle sensor is ch a n g e d d ue to using a separate idle switch.
'
86U04X-525
The throttle sensor is a variable resistor typ e and it has no idle switch.
This sensor is attached to the throttle body, and consists of a lever fitted coaxially to the throttle valve
and a va riable resistor. It detects the o p e n in g of the throttle valve and relays these signals to the c o n
trol unit.
4 -3 1
Resonance Chamber No.2 (Non-Turbo Engine)
To im p ro ve m id -ra n g e to rq u e characteristics, the resonance c h a m b e r has been a d opte d.
The re sonance c h a m b e r is installed upstream of the throttle b o d y to pro vid e a resonance ch a rg e ef
fect at m id-rpm range.
' 69G04C-523
Resonance charge effect

The resonance c h a rg e uses the resonance pressure of the intake air caused by the closing of the
intake valve. As the intake valve in each c y lin d e r closes, this resonance ch a rg e forces co m p le te filling
of the other cylinders.
4—32
T U R B O C H A R G IN G S Y S T E M
This system utilizes the e n e rg y of the exhaust gas to pressurize the intake air, and therefore supplies
m o re than the norm al a m o un t of air to the co m b u stio n cham ber. As a result of the m ore fully c h a rg e d
co m b u s tio n cha m b er, higher o u tp u t and higher to rq u e can be obtaine d by the tu rb o c h a rg e d engine
than those of a norm ally aspirated engine.
M ajor im p ro ve d or m o difie d points from previous m odel are as follow s:
1. T u rb o c h a rg e r 4. Intercooler
2. Boost pressure control 5. W arning buzzer
3. A ir b ypass valve
Oil pipe
Air bypass valve
Water hose
Oil return hose
Turbocharger
Solenoid valve Air hose
86U04X-527
4—33
Turbocharger
Oil passage
86U04X-528
The tu rb o c h a rg e r is co m p ris e d of the tu rb in e w heel, co m p re sso r w heel, bearings, the housing s w hich
contain these co m p o n e n ts, and the w aste gate and actuator.
Because the tu rb in e and c o m p re s s o r w heels turn at extrem ely high speed, the bearings that support
the shaft are full-floating ty p e bearings.
A co m p a riso n betw een m ajor item s of the new m odel and previous m odel is as follows:
Item New P revious
Electrical wastegate control Solenoid valve controlled —

Boost pressure (Max.) kPa (kg/cm2, psi) 60 (0.61, 8.7) 41 61 (0.62, 8.8)
45 (0.46, 6.5) *2
Turbine and compressor speed (Max.) rpm Approx. 180,000 Approx. 180,000
Actuator spring constant N/mm (kg/mm, lb/in) 5.4 (0.553, 31) 6.8 (0.691, 39)
* ' Maximum boost with solenoid valve fully open

*2 Maximum boost with solenoid valve fully closed
4—34
Boost Pressure Control
For pre cise w aste gate control, especially as kn o ckin g occurs, an electronically co n tro lle d solenoid
valve is ad o p te d .
W astegate
Actuator
Solenoid valve
r ^ T o intake
port
exhaust port From exhaust port
W astegate closed Wastegate open
86U04X-529
Operation
Medium load
The a m o u n t of exhaust gas from the e n gine increases u n d e r m edium load, and the intake air is p re s
surized.
The w astegate is closed at this tim e and intake air pressure ch a n g e s in a c c o rd a n c e with e n gine rpm
and the a m o u n t of exhaust gas.
High speed and heavy load

a) Normal
The a m o u n t of exhaust gas from the e n gine increases and the intake air pressure also increases.
W hen the intake air pressure in the funnel reaches 60 kPa (0,61 kg/cm , 8=7 psi), the pressure
acts on the d ia p h ra g m and overco m es the fo rce of the spring within the actuator, and the w astegate
o p e n s the b ypass passage.
A s a result, the flow of exhaust ga s a p p lie d to the tu rb in e w heel d rops, the rpm of the tu rb in e w heel
decreases, and the boost pressure is regulated to 60 kPa (0.61 kg/cm2, 8,7 psi), m axim um .
4—35
Solenoid valve
Knock signal Solenoid No Knock signal Solenoid

, valve valve
contro control
circuit circuit From
Solenoid Solenoid ^ p r e s s o r
valve
valve wheei
To
actuator
A
© ©
-r
86U04X-530
b) K n o c k c o n tr o !
The ignition tim ing is retarded by the engine control unit when knocking occurs. (Refer to page 4 — 71)
If kn o ckin g persists and the en gine is in a h igh-boo st condition , the m axim um boost is also reduced
to preve nt possible e ngine dam age.
O p e ra tio n
The boost pressure line to the a ctu a to r is split, with one line go in g to the a ctuator and the other
th ro u g h a solenoid valve to the inlet side of the tu rb o ch a rg e r.
N o k n o c k in g
The solenoid valve is fully ope n and boost pressure is d ivid e d betw een the tw o lines, and m axim um
boost is set at 60 kP a (0.61 k g /c m 2, 8 .7 p si).
K n o c k in g (h ig h -s p e e d o r f u ll- t h r o t t le a c c e le ra tio n )
If kn o ckin g co n tin ue s after the ignition tim ing is retarded, the solenoid valve closes step by step
to limit the pressure vented to the inlet side. This, in effect, reduces the needed boost pressure to
o pe n the w astegate, and the re fore re d u ce s m axim um boost. These steps con tin u e until the vent
line is fully closed, if necessary, to limit the boost even more.
4—36
A ir B y p a s s V a lv e
From air
flow meter /\ jr bypass valve
AIR BYPASS VALVE
86U04X-531
The air b ypa ss valve bypasses air from the air funnel to before the tu rb o c h a rg e r in o rd e r to re d u ce
the vibration noise d u rin g deceleration.
W hen the throttle valve is closed s u d d e n ly d u rin g high speed and heavy load, air vibration o ccu rs
betw een the throttle valve and the tu rb o c h a rg e r as a result of pressurization caused by inertial rotation
of the c o m p re s s o r w heel and g enerate s the noise.
In order to reduce this noise, the pressure prior to the throttle valve is released to before the turbocharg er
w hen the vacu um w ithin the d yn a m ic ch a m b e r is 2 5 0 m m H g (9 .8 in H g ) o r h ig h e r.
4 -3 7
Intercooier
The intercooier is m ou n te d in fro nt of the radiator. The inlet air flow ing th ro u g h the intercooier is cooled
by fresh air. If the air c o m p re s s e d by the tu rb o c h a rg e r is sent dire ctly into the co m b u stio n ch a m b e r
w ith o ut first passing th ro u g h the intercooier, the filling efficiency w o u ld be re d u ce d by the high te m
perature of the intake air. The intercooier, by co o lin g this high te m p e ra tu re air, substantially increases
the filling efficiency and engine output, as well as suppresses the occurrence of “ kn o cking” , by reduction
of the co m b u s tio n gas te m p eratu re . ■
4—38
Warning Buzzer
A w a rn in g buzzer is p ro vid e d , and the tu rb o c h a rg e in d ica to r light p ro vid e d on the previous m odel
is elim inated.
W arning buzzer
86U04X-533
W hen the tu rb o c h a rg e r boost pressure (calculated by intake air am ount and engine speed) reaches
the pre d e te rm in e d levei, the w arnin g buzzer sounds, in d ica tin g to the driver that an abnorm al c o n d i
tion exists.
A t the sam e tim e, to pre ve n t d a m a g e to e n gine co m ponen ts, the control unit cuts the signal to the
injectors and stops fuel injection.
4—39
FUEL SYSTEM
This system supplies the fuel necessary for co m b u stio n at a constant pressure to the injectors. Fuel
is m etered and injected into the intake m anifold a cc o rd in g to the injection control signals from the en
gine control unit.
M ajor new system s or c h a n g e d points from the previous m odel are as follows:
1. T ransfer p u m p (4-wheel steering m odel) 4. Fuel pressure control

2. Injector 5. Fuel p u m p control
3. Insulators
Pressure regulator
Delivery pipe
Pulsation damper
Grommet
Injector
Insulator
Main relay
Transfer pump
(4 wheel steering).-'' ,
Fuel tank
86U04X-534
4—40
Fue! Tank and Transfer Pump (4-wheel steering model)
Fuel pump control unit
_________ ______________________________________________________________________________________
86U04X-535
D ue to the installation of the steering angle transfer shaft for the 4-wheel steering, the tank is designed
with separate right and left sections.
A transfer p u m p is used to pum p the fuel from the left to the right (fuel pum p) side. The transfer pu m p
is controlled by the transfer pu m p switch and the fuel p u m p control unit.
4—41
Fue! in left side
No fuel in left side
Delay timer function Contact point le ve l ;— - f ------ --------------"
^ ------------ (-*— 10 sec.

Transfer pump switch ------J L J”-
Transfer pump ---------------------- -—_ J
86U04X-536
Transfer pump control

Fuel in left side
The transfer p u m p sw itch is OFF, and the transistor w ithin the fuel p u m p control unit is ON. As a resuit,
cu rre n t flow s to the coil, the sw itch is sw itched ON, and the transfer p u m p is activated.
No fue! in left side

The transfer p u m p sw itch is ON, and the transistor within the fuel p u m p control unit is OFF. As a result,
the c u rre n t to the coil is interrupted, the sw itch is sw itched OFF, and the transfer p u m p is stopped.
W hen in this con ditio n , if the vehicle w ere driven on a rough road surface the fuel level w o u ld vary
up and dow n and the fuel p u m p w o u ld sw itch ON and OFF.
The transfer p u m p w o u ld then o perate excessively, thus shortening the p u m p life. In o rd e r to prevent
this, a ten-seco nd delay circ u it is p ro v id e d within the control unit.
4—42
Fuel Pump Control (Turbo Engine)
B ecause of the pressure create d in the inlet side of the tu rb o c h a rg e r system d u rin g deceleration, the
e n gin e control unit co n trols ope ra tion of the fuel pum p. It replaces the fuel p u m p switch in the air flow
m eter. In the non -tu rb o e n gin e the fuel p u m p sw itch relay is held on m om entarily (by the co n d e n se r
d isch a rg in g ) to prevent the fuel p u m p from sto p p in g d u rin g deceleration. This can not be done in
the tu rb o system , how ever, b ecause the pressure holds the m easuring plate closed longer than the
d is c h a rg e of the conden ser.
The control unit m akes the g ro u n d circu it w hen the Ne signal from the d istributor is received. If the
e n gin e is sto pp ed , no Ne signal is received and the p u m p is OFF.
The fuel p u m p sw itch is in clu d e d in the air flow m eter as a back-u p in case there is a contro! unit c o n
tro! circuit failure.
4—43
Injector
Solenoid coil
86U04X-538
M axim um injection a m o u nt is increased d ue to the increase of the engine d isplacem en t as follows:
New P re vio u s
Item
N o n-T urbo T u rb o N o n -T urbo T u rb o
Injection amount cc (cu in)/15 sec. 4 4 -6 1 (2 .6 8 -3 .7 2 ) 7 3 - 9 0 (4 .4 5 -5 .4 9 ) 3 8 - 5 3 (2 .3 0 -3 .2 0 ) 6 3 - 8 5 (3 .8 0 -5 .2 0 )
Connector color Blue Black Yellow Purple
4—44
insulators
Delivery pipe
Stainless steel bolt
Injector
Insulator
(Resin and rubber)
Insulator (New)
86U04X-539
To re du ce the fuel te m p e ra tu re and prevent fuel vaporization, the delivery pipe m ounting bolts are
c h a n g e d from steel to stainless steel, and insulators are new ly used betw een the delivery pipe and
the intake m anifold.
The insulators betw een the injectors and intake m anifold are c h a n g e d from ru b b e r to resin and ru b b e r
for the sam e reason.
Due to these changes, the fuel tem p erature is reduced a p p ro x . 1 0 °C (5 0 ° F ) under severe conditions.
4—45
Fuel Pressure Control
Water thermo sensor
*
Fuel
(To fuel tank)
86U04X-540
The o p e ra ting co n d itio n of fuel pressure increase for w arm restarting at idle is c h a n g e d as follows:
New P re v io u s
Item
N o n -T u rb o T u rb o N o n -T u rb o T u rb o
Coolant temperature °C (°F) Above 70 (158)
Intake air temperature °C (°F) Above 20 (68) Above 10 (50)
Operating period sec. Approx. 120
Regulated fuel pressure kPa (kg/cm2, psi) 245—280 (2.50 - 2 .8 5 , 3 5 -4 1 )
4—46
CONTROL SYSTEM
The control system consists of the input devices (switches and sensors), o utput devices (solenoid valve
and injectors), and the control unit.
The control unit detects the engine o p e ra tin g co n d itio n s and the d rivin g conditions, and controls the
injection tim in g and a m o un t to obtain:
1. Excellent throttle response
2. Fuel e co n o m y
3. Low ievel exhaust em issions
4. O ptim um p e rfo rm a n ce and d riveability
4—47
Injection Timing
Non-Turbo engine
Fuel injection tim in g ab o ve 4,500 rpm is c h a n g e d and a fuel cut operation is adopte d.
Cylinder 180° 540°
E ]
rm
Intake C o m p re s s io n Combustion E xhaust
Exhaust intake C o m p re s s io n Combustion
Combustion E xhaust Intake C o m p re s s io n
Compression Combustion E xhaust Intake
Ignition
signal
86U04X-541
E ngine speed (rpm ) New P re vio u s

Idle—4,500 (including cranking) 1 injection/1 crankshaft rotation
4,500—6,000 1 injection/2 crankshaft rotations 1 injection/ 1 crankshaft rotation
Above 6,000 Fuel cut (Refer to page 4—61)
N o te
F u e l is in je c te d d o n e s im u lta n e o u s ly to a ll c y lin d e r s .
1 in je c tio n /1 c r a n k s h a ft r o ta tio n :
Fuel is su p p lie d by sim ultaneou sly p ro v id in g one injection per crankshaft rotation (two injections per
cycle) to all cylinders. Therefore, one injection period supplies half of the fuel necessary for ideal c o m
bustion.
1 in je c tio n /2 c r a n k s h a ft r o ta tio n s :
At high o p e ra tin g speeds, the length of tim e the injectors are open is increased. In an e xagge ra ted
situation the injectors c o uld rem ain fully open due to injector lag etc., resulting in poor p e rfo rm a n ce
and p o o r fuel control.
For this reason, w hen the e ng in e speed reaches 4 ,5 0 0 rp m , there is a c h a n g e o ve r to one injection
per tw o cra nksh aft rotations. The full a m o unt of fuel necessary for ideal c o m b u stio n is then su pplied
by one injection (s h a d e d a re a in th e ta b le a b o v e ).
4—48
Turbo engine
The signals fo r the determ ina tio n of fuel injection tim ing are c h a n g e d and a fuel injection tim ing control
ope ra tion is ado p te d .
E ngine speed (rpm ) New P re vio u s

Cranking - * 1 1 injection/1 crankshaft rotation
Idle—6,000 *2 1 injection/2 crankshaft rotations
Above 6,000 Fuel cut (Refer to page 4—61) Fuel cut
*11 group injection to all cylinders

*2 2 group injection to two cylinders
1 injection/2 crankshaft rotations (two-group Injection)

Fuel is su p p lie d to cylin d e rs No.1 and 3 and N o.2 and 4 sim ultaneously by giving one injection per
tw o cran ksh a ft rotations (one injection per cycle).
The determ in atio n for tw o -g ro u p injection is m ade by G i and G 2 signals created by the d istributor on
the new m odel (shaded area in table).
4—49
injection timing control (Turbo engine)
Control unit
Injector
Idle switch
Datection
of Decision
of injection
engine
condition
-V timing
Distributor
86U04X-543
Fuel injection tim in g is selected based on engine o p e rating conditions,
Cranking and idling

W hen the idle sw itch is O N, fuel injection o ccu rs at 6 ° B T D C fo r easy starting and sm ooth idle.
Other than cranking and idling

W hen the idle switch is OFF, fuel injection occurs at 1 2 6 ° B T D C for im proved perform ance and reduced
em issions.
4—50
Fuel Injection Amount
Injection cha ra cte ristics are basically classified into tw o gro u p s: " c ra n k in g ” , and “ ru n n in g ” (including
idle).
While cranking
For better starting the a tm o sp h e ric pressure sensor is a d d e d to control fuel injection a m ount d u rin g
c ra n kin g.
W hen the ignition sw itch is at the ST position and the e n gine speed is approx. 500 rpm or less, the
c o ntro l unit ju d g e s that the e n g ine is in the cra n kin g co n dition , and fuel is injected at the preset injec
tion a m o u n t a c c o rd in g to the e n gin e coolant te m p e ra tu re and a tm o sp h e ric pressure sensor.
4—51
C ontrol for fuel injection a m o un t w hile running is basically the sam e as that of the previous m odel.
H ow ever, veh icle over-speed fuel cu t ope ra tion is a d d e d for non-turbo engines. W hen the e ngine is
running, the fuel injection am o u n t is d e c id e d based on the electrical signals from the ignition coil or
distributor, air flow m eter, intake air the rm o sensor, and a tm o sp h e ric pressure sensor (basic fuel in
jection amount)
At this tim e, c o rre ctio n s to the basic fuel injection a m ount are added .
4 -5 2
Basic fuel injection amount
A co n tro lle d fuel injection am o u nt for an air/fuel of = 14.7:1 is su pplied to the engine in response to
the electrical signals sent from the ignition coil or d istrib u to r (engine speed) and the air flow m eter
(intake air am ount).
In o rd e r to pre ven t an over-rich or over-lean air/fuel ratio caused by such factors as the intake air te m
perature and a tm o sp h e ric pressure, the fuel injection a m o u n t varies slightly from the 14.7:1 ratio by
the electrical signals transm itted from the intake air th e rm o sensor and atm o sp h e ric pressure sensor.
A/F ratio Correction Reason
Increased fuel Density of air

Below 20°C (68°F) Over-lean increased
injection amount
Intake air temp. 20°C (68°F) 14.7 — —

Decreased fuel Density of
Above 20 °C (68 °F) Over-rich air decreased
injection amount
Below 760 mmHg Decreased fuel Density of air decreased
Over-rich (at high elevation)
(29.9 inHg) injection amount
Atmospheric 14.7 — —
760 mmHg (29.9 inHg)
pressure
Above 760 mmHg Increased fuel Density of air increased
Over-lean (at low elevation)
(29.9 inHg) injection amount
4—53
Corrections to Basic Fuel Injection Amount
Injection co rre ctio n s are re q u ire d to the basic injection am ount to pro vid e the a m ount of fuel w hich
is m ost suitable for specific e n g in e and d rivin g conditions.
W hether to increase or d ecre a se the fuel injection am o u n t is de te rm in e d by the signals received from
the various sensors and sw itches.
The rate at w hich the air/fuel ratio is c h a n g e d is preset in the control unit.
M ajor co rre c tio n s to basic injection am ou nt are show n below:
N o n-T urbo Engine
5 ^ c o r re c tio n (Fuel cut-off)

o
Power enrichm ent correction

2
o
"E
co "o) Engine overspeed OFF
EE c Feedback correction
m3 correction
c (Fuel cut-off)
m 3
So O CO
(die
s w itc h
■C Deceleration correction
53) (Fuel cut-off) ON
Low Engine speed High
T u rb o Engine
Over-boost correction
S (Fuel cut-off)
o
Power enrichment correction
2
o
E Engine overspeed OFF
CT> correction
e e c (Fuel cut-off)
j*
c Feedback
Co o
«
■i-* CO correction
£5 O
idle
0) sw itc h
Deceleration correction
x ON
(Fue! cut-off)
Low Engine speed High
86U04X-546
Corrections for driving conditions
1. Acceleration correction
The injection a m o u n t is te m p o ra rily increased in o rd e r to im prove e n gine p e rform ance d u rin g s u d
den accele ra tion and at vehicle starting. The determ inatio n of w hether the acceleration is “ s u d d e n "
or not is m ad e a c c o rd in g to the c h a n g in g rate of throttle valve openin g. The determ inatio n of ve h i
cle starting is m ad e by the signal from the idle switch.
The a m o un t is increased a c c o rd in g to the e n gine speed and intake m anifold vacuum (calculated
by e n g ine spee d and Intake air am ount).
4—55
2. Power enrichment correction
(1) H igh load corre ction
If the throttle sensor senses that the throttle is open m ore than norm al for the engine speed d uring
m edium or heavy load operation, m ore fuel is supplied.
The am o u nt is increased a c c o rd in g to the engine speed and intake m anifold va cu u m (calculated
by e n g ine spee d and intake air am ount).
4 -5 6
(2) H igh en gine spee d c o rrectio n
Injection a m o u n t is increased w hen the e n gine speed is m ore than the specified speed.
The a m o u n t is increased a c c o rd in g to the e n g in e speed and intake m anifold vacuum (calculated
by e n gin e speed and intake air am ount).
Specified engine speed:

Non-Turbo engine and Turbo engine — 4,200 rpm
Injectors
86U04X-550
3. Feedback correction
The o xyg e n sensor detects o xyg en co n ce n tra tio n in the exhaust gas, and sends a signal to the
control unit. The control unit determ ines, from this signal, w h ether the air/fuel m ixture is rich or lean,
and w hether to increase or decrease the fuel injection am ount. It then perform s overall control based
on the theoretical air/fuel ratio of 14.7 : 1. This correction is not m ade under the follow ing conditions:
(1) E ngine co o la nt te m p e ra tu re below 40°C (104°F) and radiator co olant te m p e ra tu re higher than
17°C (63°F)
(2) E ngine c o ola nt te m p e ra tu re below 70°C (126°F) and radiator co olant te m p e ra tu re lower than
17 C (63 °F).
(3) O xygen sensor not activated.
4—58
Ig n itio n coil
(N o n -T u rb o ) In je c to rs
86U04X-551
4. D e c e le ra tio n c o r r e c tio n
D uring high speed deceleration, fuel is cut based on signals from the various sensors and sw itches,
until the specified e n gin e speed is reached, to im prove fue! econom y.
S p e c ifie d e n g in e s p e e d :
a) W hen brakes a p p lie d with e ngine coolant te m p e ra tu re a b o v e 7 0 °C ( 1 5 8 ° F) (MTX m odel)
N on -T u rb o en gine — A p p r o x . 1 ,6 0 0 rp m
T u rb o e ngine — A p p r o x . 1 ,7 0 0 rp m
b) O ther c on d ition s
E ngine T ra n s m is s io n A/C E ngine speed (rpm )

ON 2,700 - 4,100
ATX
Non-Turbo OFF 1,900 - 3,300
MTX ON, OFF 1,700 - 3,200
ON 2,700 - 3,900
ATX
Turbo OFF 2,000 - 3,200
MTX ON, OFF 1,700 - 3,200
The en gine spee d varies a c c o rd in g to the e ngine co olant tem perature.
4—59
5. V e h ic le o v e rs p e e d fu e l c u t (N o n - tu r b o e n g in e , M TX )
D uring high speed operation, w hen the vehicle speed and engine speed reach the specified speed,
fuel is cu t so that veh icle spe ed does not exceed the speed rating of the tires.
S p e c ifie d s p e e d :
V ehicle speed — A p p r o x . 113 m p h (1 8 0 k m /h )
E ngine speed — A p p r o x . 4 ,0 0 0 rp m
4 -6 0
Injectors
86U04X-553
6. E n g in e o v e rs p e e d fu e l c u t
To pre ve n t e ngine o v e rsp e e d in g and possible dam age, the fuel su p p ly is cut as d e scrib e d below.
If the e ng ine speed co n tinu e s at over 8 ,0 0 0 rp m for a p p ro x . 5 s e c o n d s , or if it m om entarily ex
c e e d s 6 ,3 0 0 rp m the fuel is cu t until the e n gine speed d ro p s to below 5 ,8 0 0 rp m .
4 -6 1
injectors
86U04X-554
7. T u r b o c h a r g e r o v e r b o o s t fu e ! c u t
To prevent ove rb oo st (excessive pressure) and possible engine dam age, the fuel supply is cut when
intake m anifold pressure (calculated from the e n gine speed and the intake air am ount) exceeds
the specified value.
4—62
A/C Cut-off Operation
To im p ro ve idle sm oothness just after e n g in e starting and acceleration perform ance. A/C cut-off o p e r
ation is a d op te d .
86U04X-555
O p e r a tio n •
A t A c c e le r a tio n
The A /C is cut-off u n d e r the co n d itio n s below.
Item Condition Cut-off period

Throttle valve opening Full throttle
Transmission (MTX) Except Neutral Non-Turbo engine: Approx. 8 sec.
Select lever position (ATX) Except P and N ranges Turbo engine: Approx. 5 sec.
Clutch pedal Released
J u s t a fte r e n g in e s ta r lin g
The A/C is cut-off just after the e n gine is started for approx. 5 sec.
During P/S operation (4-wheel steering vehicle)

The A /C is cut-off w hen P/S fluid pressure is high (P/S pressure switch: ON) and for approx. 3 sec.
after P/S pressure sw itch turn s O FF to re d u ce the load on the drive belt.
N o te
O n the p r e v io u s m o d e l, o n ly EC-AT m o d e ls h a v e A/C cut-off operation which is controlled
b y th e EC-AT c o n t r o l u n it.
4 -6 3
IDLE SPEED CONTROL (ISC) SYSTEM
O U T L IN E
To im p ro ve idle sm oothness, the ISC system is adopted.
This system controls the bypass air am o un t that passes th ro u g h the throttle b o d y by fe e d b a c k o p e ra
tion, and th e re b y helps the e n g in e to m aintain a steady idle speed.
This system consists of the BAC valve (ISC valve and air valve) and the control system.
BAC valve
W ater thermo sensor
E/L control unit

Engine control unit
EC-AT
control unit
utch switch
Brake light switch
Neutral switch
/
Inhibitor switch
86U04X-556
BYPASS AIR CONTROL (BAC) VALVE
The BAC valve consists of the air valve w hich functions only d u rin g co ld engine co n d itio n s and the
ISC valve w hich w orks th ro u g h o u t the entire e n g in e range.
Air Valve
This valve increases idle spe ed d u rin g cold co n d itio n s to q u ickly w a rm -u p the engine. The air valve
is m ade up of therm o w ax and the valve. E ngine co olant is directed around the therm o wax.
Operation
Cold engine; below 50°C (122°F)
The the rm o w ax is c o n tra cte d and the air valve is open. As the engine g ra d u a lly w arm s up, the therm o
w ax exp an d s and the valve is-m ade to close. The result of this is that the air am ount that passes through
the valve g ra d u a lly d ecreases and the e ngine speed g ra d u a lly d rops to idle speed.
Warm engine; above 50°C (122°F)

The air valve is fully closed by the therm o wax.
ISC Va!ve
In o rd e r to ensure idle sm oothness for all o p e ra tin g conditions, the ISC valve carefully controls the
b yp a ss air am ount.
W hen the e n g in e is cold, besides b ypass air flow ing th ro u g h the air valve, in o rd e r to m aintain the
p ro je cte d e n g in e speed set in the control unit, air also flow s th ro u g h the ISC valve.
D uring norm al operation, only the ISC valve controls the bypass air a m o u n t in o rd e r to m aintain the
idle speed at the preset speed.
4 -6 5
CONTROL SYSTEM
The control system consists of the input d e vices (sw itches and sensors) that detect the e ngine o p e ra t
ing co n d itio n s and the am b ie nt condition s, and the control unit w hich controls the by-pass air am ount
that is su p p lie d in response to the electrical signals sent by these input devices.
86U04X-603
69G04C-531
The control unit, w hich con trols the ISC valve operation within the BAC valve, contains pre-set values
for the basic by-pass air am ou nt to c o rre s p o n d with each of the e n g in e ’s o p e rating conditions. Fur
therm ore, it also contains in its m em ory the co rre ctio n s to the basic by-pass air am ount for w hen the
eng ine is w a rm in g -u p or w hen A/C or other loads are being applied.
The ISC valve is operate d by the electrical signals (duty signals) from the control unit.
The du ty signal, a constant tim e period, is equal to,
Valve ON tim e , tU. . , . lo _ .

--------------------------------------------- and this is sent to the ISC valve.
ON tim e + Valve OFF time,
The relationship betw een the duty signal value and the by-pass air am ount is as follows.
Duty signal value By-pass air amount Engine speed

Large Large Increase
Small Small Decrease
4 -6 6
Engine Speed Feedback System
86U04X-558
The p urpo se of fhe ISC system is to ensure idle sm oothness, in o rd e r to realize this, an engine speed
fe e d b a c k control takes place w ithin the control unit. P redeterm ine d e n gine speed is set in a d va n ce
inside the contro! unit to c o rre s p o n d to the e ngine o p e ra tin g condition . The basic bypass air a m ount
is increased or d e crea se d and the engine speed is adjusted to this specified engine speed.
The pre d e te rm in e d e n g in e speeds are as follow s:
Engine condition Engine speed R em arks
During warmup Set according to coolant temperature MTX: Neutral, ATX: N and P range
Idle (after warmingup) approx. 750 rpm Including P/S or E/L operation
A/C: ON approx, 800 rpm At idle
ATX: D, 1, 2 and R range Set according to coolant temperature —
Note
When the test connector is grounded, this system is cancelled.
The test connector is grounded to adjust base idle speed.
4—67
Electrical Load (E/L) Control Unit
The E/L control unit is a d o p te d to the en gine fe e d b a c k system.
Operation
This control unit detects that an electrical load is being applied, and signals the engine control unit
to stabilize the idle.
This control unit detects the electrical loads below.
Load Condition of detection

Headlight Headlights ON (low or high beam)
Rear defroster Defroster ON
Blower motor Fan switch 3rd or 4th position
Electrical fan motor Fan motor operating
4—68
ELECTRONIC SPARK ADVANCE (ESA) CONTROL SYSTEM (TURBO
ENGINE)
OUTLINE
On the pre vio u s m odel, a dva n ce or retard of the ignition tim ing is c h a n g e d m e ch a n ica lly and by v a c u
um. H ow ever, with ESA, the best ignition tim ing is d e term ined and set within the control unit by signals
from the variou s sensors and sw itches to obtain better e n gine perform ance.
In pu t s ign als Engine control unit Igniter

Ignition switch
Air flow meter
Idle switch
Neutral/Clutch switch
EGR position sensor
Knock sensor
Throttle sensor
W ater thermo sensor Ignition coil
Inhibitor switch and
EC-AT control unit
* 86U04X-560
C O N TR O L SYSTEM
The e n gin e control unit pro vid e s the m ost suitable ignition tim ing a cc o rd in g to data sent from various
sensors and sw itches.
The ignition tim in g is separated into tw o types: fixed ignition tim ing and c h a n g e a b le ignition tim ing.
F ix e d ig n it io n tim in g
E n g in e c o n d itio n Ig n itio n tim in g (BTDC)

Cranking 6°
Idling 9°
(With test connector grounded)
C h a n g e a b le ig n itio n tim in g
In the event of kn ockin g, the ignition tim ing is ch a n g e d by co rrection to the basic ignition tim ing.
The basic ignition tim in g is d e te rm in ed by the e n gine speed, intake m anifold va cu u m (calculated by
the intake air a m o un t and e n g in e speed) and EGR am ount.
4—69
DISTRIBUTOR
The d is trib uto r is used to distrib ute the high se co n d a ry vo ltage to the sp a rk plugs.
In add ition , it now creates the Ne (N u m b e r of e n gine speed) and G signals w hich the e ngine control
unit uses to set the ignition tim in g and fuel injection tim ing to m atch the e n gine operating conditions.
86U04X-561
The Ne rotor and the G rotor are atta che d to the d istrib u to r shaft. The No.1 and N o.4 cylin d e r TDC
positions d e tecte d by the G signal p ick-up coils.
Operation
Ne signal
For each tw o rotations of the crankshaft, 24 pulses are created by the Ne rotor and pick-up coil. These
pulses are used by the control unit to d e term ine the e ngine speed and set the ignition and fuel injec
tion tim ing.
G1 and G2 signals
T here are tw o G signals. One, the G1 signal, detects N o.4 c y lin d e r’s TDC (C om pression), and the
other, the G2 signal, dete cts No.1 c y lin d e r’s TDC (C om pression).
These signals are cre ated by the G rotor and pick-up coils and sent to the control unit.
The con tro l unit usually uses the G1 and G2 signals to control the ESA and EGI system. H ow ever,
if one signal fails, the control unit uses the rem aining signal for control, with no change in engine operation.
4—70
Knock Control System (Turbo Engine)
Knock control unit

Engine control unit
Knock sensor
Igniter
Cylinder block
Knock
I
86U04X-562
This system retards the ignition tim ing w hen e ngine kn o cking occu rs du e to e ngine lu g g in g a n d /o r
low octane fuel, etc.
Operation
The kn o c k sensor is installed on the cylin d e r block. W hen vibration occurs, vo ltage is generate d and
a signal is sent to the kn o c k control unit.
The kn o ck control unit dete rm ine s w hether the signal from the kno ck sensor is a kn o cking signal or
som e other signal. If it is a knockin g signal, the spark is retarded a cco rd in g to the intensity of the knock,
to a m axim um of 6 ° .
If kn o cking co n tinu e s after sp a rk retardation, the engine control unit controls the w astegate operation
to low er the m axim um tu rb o c h a rg e r boost if necessary (Refer to page 4 — 36).
inhibition of spark retardation

in o rd e r to im p ro ve d rive a b iliy and fuel co n su m p tio n , the e ngine control unit inhibits spark retardation
below 1,500 rpm, or w hen the e ngine load is light.
4 -7 1
EMISSION CONTROL SYSTEM
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
This system in tro d u ce s a portion of the exhaust gas into the intake m anifold to re d u ce co m bustion
tem p e ra tu re , w hich reduces, NOx. There are tw o specifications, one is a m echanical control system
for the non -turbo engine, and the other is an electronic control system fo r the tu rb o engine.
The system is basically the sam e as that of the previous m odel. Som e controls fo r EGR cut-off o p e ra
tion are a d d e d fo r the tu rb o engine.
Non-Turbo Engine
This system consists of the EGR control valve, EGR m o d u la to r valve, solenoid valve, e n g in e control
unit, and various sensors.
The EGR am o un t is co ntrolle d d e p e n d in g on port va cu u m and exhaust gas pressure. It is also c u t
off u n d e r the c o n d itio n s below.
EGR cut-off
C o n d itio n New m odel P re vio u s modes
Driving Sudden acceleration or deceleration
Radiator coolant: below 17°C (63°F)

Coolant temperature
Engine coolant: below 70°C (158°F)
Engine speed (MTX, ATX N and P range*) Below 1,500 rpm
* At idle in D range: EGR is cut-off because the vacuum applied to the EGR modulator valve is not produced at the
throttle body.
4—72
T u r b o E n g in e
86U04X-565
This system consists of the EGR control valve (with position sensor), solenoid valves, vacuum c h a m
ber (with c h e c k valve), e n gin e con trol unit, and various sensors.
The EGR a m o u n t is co n trolled d e p e n d in g on e ngine condition . It is also cut-off or reduced u n d e r the
co n d itio n s below .
EGR cut-off or reduction .
C o n d itio n New m odel P re vio u s m odel EGR o p e ra tio n

Throttle valve opening • Above specified opening angles
(changes due to engine speed) — Cut-off
• Fully closed
Driving Sudden acceleration Reduced to one-half
Sudden deceleration
Coolant temperature Radiator coolant: below 17°C (63°F) Cut-off
Engine coolant: below 40°C (104°F)
Engine coolant: Between 40°C (104°F) and 50°C Reduced (See table
(122°F) above)
4—73
EVAPORATIVE EMISSION CONTROL (EEC) SYSTEM
This system is basically the sam e as that of the previous m odel, only a separator and ch e c k and cut
valve are adde d .
Purge o peration is the sam e as the previous mode!.
Purge Operation
Engine condition 1st stage 2nd stage

Engine coolant temperature Above 54°C (129°F) Above 60° (140°F), (Water thermo
(Water thermo valve) sensor)
Engine speed — Above 1,500 rpm
Intake manifold vacuum Above specified value (Calculated
by engine speed and intake air
amount)
Separator and Check and Cut Valve

The p u rp o s e and operation of the se p arator and c h e c k and cut valve are the sam e as that of other
vehicles such as the ‘87 B-series.
4—74
SHIFT INDICATOR LIGHT CONTROL SYSTEM (NON-TURBO ENGINE, MTX)
Throttie sensor
86U04X-567
The system is basically the sam e as that of the previous m odel.
Note
On the new model, the shift indicator light does not illuminate when the ignition switch
is ON (engine not running).
Light Operation
The shift in d ica to r light illum inates w hen ali the co n d itio n s below are met.
Item C o n d itio n s
Engine speed Above 2,000 rpm
Transmission Forward gears (Except 5th)
Clutch pedal Released
Throttle valve opening Below 1/2 of full throttle
Intake manifold vacuum Above specified value (calculated by engine speed and intake air amount)
4—75
FAIL-SAFE CONTROL SYSTEM
The e ngine control unit buiit-in fail-safe control system consists of self-diagnosis, fail-safe, and m al
fu n ctio n display fu n ctio n s fo r the m ain input sensors and ou tp u t solenoid valves,
S E L F -D IA G N O S IS F U N C T IO N
The self-diagnosis function autom a tically d e term ines that there is a m alfunction of the input sensors
and the o u tp u t solenoid valves w hen the ignition sw itch is ON or w hile driving. In addition, m a lfu n c
tions of the input sensors are entered in the m em ory.
F A IL -S A F E C O N T R O L F U N C T IO N
W hen the self-diagnosis function ju d g e s an o ccu rrin g m alfunction in any of the input sensors, the fail
safe fun ctio n operates so that the o utp ut d e vice will function th ro u g h fixed signals stored in the control
unit, alth o ug h at a re d u ce d level.
M A L F U N C T IO N D IS P L A Y F U N C T IO N
W hen a m alfunction is ju d g e d as o c c u rrin g in the input sensors, the M IL (M alfunction Indicator Light)
is illum inated to w arn to the driver.
This function also allow s the tech nicia n to determ ine if a problem cu rre n tly exists or did exist and w hat
input or o utp ut d e vice is faulty. By g ro u n d in g the test c o n n e cto r and co n n e ctin g the Self-D iagnosis
C hecker and observing the ‘ ‘m alfunction c o d e ", or by observing the flashing of the MIL, w arning codes
can be dete rm ine d to pin point the failure.
If there is a failure of the control unit itself, no m alfunction co d e is output, but co d e n u m b e r “ 8 8 ” will
flash continuo usly, or the M IL will illum inate co n tin u o u sly w hen the test co n n e c to r is g ro u n d e d .
86U04X-568
PRINCIPLE OF CODE CYCLE
M alfunction c o d e s are determ in ed as show n below

86U04X-569
1. Malfunction code cycle break

The tim e betw een m alfunction co d e cycles is 4.0 sec. (the tim e the light is off).
1 cycle Malfunction code

cycle break
ON
OFF
4.0 sec.
86U04X-570
2. Second digit of malfunction code (ones position)

The d igit in the ones position of the m alfunction co d e represents the n u m b e r of tim es the buzzer
is on 0.4 sec. d u rin g one cycle.
1 cycle Malfunction code Malfunction

code: 03
1 2 3 cycle break
ON
OFF
0.4 0.4 4.0 sec,

sec. sec.
86U04X-571
3. First digit of malfunction code (tens position)

The dig it in the tens position of the m alfunction c o d e represents the n u m b e r of tim es the buzzer
is on 1.2 sec. d u rin g one cycle.
The light g oe s off for 1.6 sec. betw een the long and short pulses of the buzzer.
1 cycle Malfunction code Malfunction

1 code: 22
2 1 2 cycle break
nr
1.2 sec.
Mi-------
0.4
sec. 1.6
F 4.0 sec.
SRC
First digit Second
digit
86U04X-572
4—77
SELF-DIAGNOSIS FUNCTION AND OPERATION TABLE
Malfunction display
Sensor or
Self-diagnosis Faii-safe Malfunction MIL output signal
subsystem
code no. pattern
Ignition pulse No ignition signal
ON
01
OFF-
Ne signal (Turbo No Ne signal from

engine) crank angle sensor
02
Gi signal (Turbo No Gi signal

engine)
03
Neither Gi nor G 2
signal:
G 2 signal (Turbo No G2 signal Engine stopped
engine)
04
Knock sensor or Open or short circuit Retards ignition

knock control unit timing 6° in
(Turbo engine) heavy-load con
dition ON
Wastegate opens 05
OFF
earlier
Air flow meter Open or short circuit Maintains basic sig

nal at preset value
08
Water thermo sensor Open or short circuit Maintains constant

command
• 35°C (95°F) for ON
EGI 09 OFF-
• 50°C (122°F) for
ISC control use
Intake air thermo Open or short circuit Maintains constant
sensor (air flow 20°C (68°F) ON
10
meter) command OFF
l hrottle sensor Open or short circuit Maintains constant

command of throttle
12
valve fully open
Atmospheric pres Open or short circuit Maintains constant

sure sensor
ON
command of sea
14
level pressure OFF-
Oxygen sensor Sensor output Cancels EGI feed

continues less than back operation ON
0.55V 120 sec. after 15
engine starts (1,500 OFF-
rpm)
EGR position sensor Open or short circuit Cuts-off EGR
(Turbo engine) Sensor output does ON
not match target 16
value (incorrect
OFF-
output)
Feedback system Sensor output not Cancels EGI feed
changed 20 sec. af back operation ON
ter engine exceeds 17
OFF-
1,500 rpm
4 -7 8
Malfunction display
Sensor or
subsystem Self-diagnosis Fail-safe Malfunction MIL output signal
code no. pattern
Solenoid valve (pres
1nun UUUUUI
iinfinn— !nnU L
sure regulator) 0N
25 q F F —
Solenoid valve
(purge control)
26
Non-Turbo engine:
Solenoid valve
(EGR)
Turbo engine: Sole
28 0N
OFF
nn mnnnnn nn
noid valve (EGR- Open or short circuit
vacuum)
Solenoid valve.
(EGR-vent, Turbo ON nr
29
engine) OFF ................... 1
Solenoid valve
(Idle speed control)
34 o f f — nnrt_iuuui_ [ u t l
Solenoid valve
(wastegate, Turbo
engine)
42
o0F F -™ u m i
■ 86U04X-573
Caution
a) If there is more than one failure present, the lowest number malfunction code is dis
played first, the remaining codes are displayed in order.
b) After repairing a failure, turn off the ignition switch and disconnect the negative battery
cable and depress the brake pedal for at least 5 seconds to erase the memory of a mal
function code.
4—79
INSPECTION PROCEDURE
Check connector: Green 1. C onnect the SST to the c h e ck connector. (Green:
6 pin) and the negative battery term inal.
2, Set the select switch to position A.
Note
The check connector is located at the rear of
the left side wheel housing.
49 H018 9A1
86U04X-574
3. G ro u n d the test c o n n e cto r (Green: 1 pin) with a

ju m p e r wire.
Note
The test connector is located near the check
connector for Self-Diagnosis Checker.
86U04X-575
4. Turn the ignition sw itch ON.

5. Verify that 88 flashes on the digital display and that
the buzzer so unds for th r e e s e c o n d s after tu rn
ing the ignition switch ON.
6. If 88 does not flash, c h e c k the c h e c k c o n n e cto r
w iring.
7. If 88 flashes and the buzzer sounds co ntinuo usly
for m ore than 20 s e c o n d s , replace the engine c o n
trol unit and perform steps 3 and 4 again,
8. N ote the co d e num bers and c h e ck fo r the causes
by referring to the c h e ckin g o rd e r show n in the
W o rksh o p M anual and repair as necessary.
86U04X-576 Note
R e c h e c k f o r c o d e n u m b e rs b y p e r fo r m in g th e
a fte r - r e p a ir p r o c e d u re a fte r re p a irin g .
A fte r - R e p a ir P ro c e d u re
1. Cancel the m em ory of m alfunctions by disconnect
ing the negative battery ca b le and d e p ressing the
brake pedal for a t le a s t fiv e s e c o n d s ; then recon
nect the negative battery cable.
86U04X-577
4 -8 0
2. C onnect the S S T to the ch e ck connecto r.
Test connector
3. G round the test c o n n e cto r (Green: 1 pin) with a
ju m p e r wire.
Check connector:
86U04X-578
4. Turn the ignition sw itch ON, but do not start the

e n gine for s ix s e c o n d s .
5. Start and w arm up the engine, then run it at 2 ,0 0 0
rp m f o r tw o m in u te s
6. C h e ck that no c o d e num bers are displayed.
Ignition switch: ON
f o r six seconds
86U04X-579
4—81
MONITOR FUNCTION
C ond ition of the individual sw itches and the o xygen sensor is ju d g e d by the m onitor lam p of the Self
D iagnosis C hecker.
Control unit
Clutch switch
Neutral switch
Idle switch
Brake light switch
A/C switch
Monitor lamp
(Self-Diagnosis
Headlight switch Checker)
Rear defroster switch
Blower switch
Test connector
Inhibitor switch
and EC-AT control unit (Green: 1 pin)

Knock sensor
and knock control unit
86U 04X-580
4—82
SWITCH MONITOR FUNCTION
Individua l sw itches are m o n ito re d as follow s.
Note
The test connector must be grounded and the ignition switch ON (engine stopped).
Self-Diagnosis Checker (Monitor lamp)

Switch Remarks
Light ON Light OFF
Clutch switch Pedal released Pedal depressed Gear: IN
Neutral switch In gear Neutral Clutch pedal released
Idle switch Pedal depressed Pedal released —
Brake light switch Pedal depressed Pedal released —
A/C switch ON OFF Blower motor position: “ 1”

position
Headlight switch ON OFF —
Rear defroster switch ON OFF —
Blower switch ON OFF Blower motor position: “ 3 ”

or “ 4 " position
Inhibitor switch and D, 1, 2 and R range P and N range —
EC-AT control unit
Water thermo switch Terminal disconnected Terminal connected While fan not operating
(Electrical fan)
Knock sensor and knock While tapping engine — Refer to Workshop Manual
control unit hanger for procedure
86U04X-581
Caution
If any of the switches are activated, the monitor lamp will illuminate.
OXYGEN SENSOR MONITOR FUNCTION

The o xyg en sensor is m o n ito re d as follows.
Condition
item monitored Function
Engine Test connector
Oxygen sensor output
more than 0.55V:
Oxygen sensor output Monitor lamp ON
Running Not grounded
signal Oxygen sensor output less
than 0.55V:
Monitor lamp OFF
86U04X-582
4—83
LUBRICATION SYSTEM
O U T L IN E ...................................................................... 2 — 2
O U T LIN E OF C O N S T R U C T IO N ......................... 2 — 2
LU B R IC A T IO N C IR C U IT ....................................... 2 ~ 2
S P E C IF IC A T IO N S .....................................................2 — 3
0 ! L P U M P ....................................................................2 — 4
86U02X-501
OUTLINE
The new 626 F2 engine em ploys a lubrication system that is basically the sam e as that of the FE engine.
1. For increased fe e d in g cap acity, the oil p u m p is c h a n g e d from a 7m m (0.28in) w idth cre sce n t typ e
to a 9m m (0.34in) w idth tro c h o id g ear type.
2. In co n ju n ctio n with the c h a n g e of the tim ing belt layout, the shape of the oil p u m p b o d y is change d,
3. The oil filter in co rp orate s a reverse-flow c h e ck valve.
4. A w ater-cooled oil co o le r is used on the tu rb o c h a rg e d e ngine to re d u ce the e ngine oil tem perature.
LUBRICATION CIRCUIT
86U02X-502
2—2
SPECIFICATIONS
Engine model F2
item FE
Turbo Non-Turbo
Lubrication system Force-fed
Type Trochoid Crescent
Oil pump Gear width mm (in) 9 (0.35) 7 (0.31)
Regulating pressure kPa (kg/cm2, psi) 392 (4.0, 57)
Type Full-flow, paper element

Oil filter
Relief pressure differential kPa (kg/cm2, psi) 98 (1.0, 14)
Oil cooler Type Water cooled
Oil warning lamp activation pressure kPa (kg/cm2, psi) 29 (0.3, 4.3)
Total (dry engine) liters (US qt, Imp qt) 4.6 (4.9, 4.0) 4.3 (4.5, 3.8)
Oil capacity Oil pan liters (US qt, Imp qt) 3.9 (4.1, 3.4) 3.6 (3.8, 3.2)
Oil filter liters (US qt, Imp qt) 0.3 (0.32, 0.26)
Engine oil type (API service) SF SD, SE or SF

86U02X-503
2—3
OSL PUMP
86U02X-504
1. B ecause of the increased e n g ine pow er, the gears used in the oil p u m p in the F2 e n g in e have 9
m m (0.34 in) w id e g ears instead of 7 m m (0.28 in) gears to increase the fe e d in g capacity.
2. The gear typ e is ch a n g e d to a tro ch o id ty p e from a crescent typ e to increase p u m p efficiency. W hen
assem bling, the outer ge a r is installed with the pun ch m ark fa cin g the rear of engine,
3. The sha pe of the oil p u m p b o d y is c h a n g e d in co n ju n ctio n with the c h a n g e of the tim ing belt layout.
2—4
MANUAL TRANSAXLE
O U T L IN E ................................................................... 7 A — 2
O U TLIN E OF C O N S T R U C T IO N ........ ........... 7 A - 2
S P E C IF IC A T IO N .................................................. 7 A — 2
STR U C TU R AL V IE W .......................................... 7 A — 3
M A IN M E C H A N IS M C H A N G E .......... ............ . 7 A — 4
5TH-REVERSE C LU TC H H U B ASSEM BLY
A N D 5TH GEAR (N ew G -type and H-type) 7 A — 4
REVERSE IDLE GEAR A N D REVERSE
SYSTEM (N ew G -type and H - ty p e ) ............7 A — 5
O PER ATIO N (N ew G -type and H -typ e )....... 7 A — 6
SHIFT ROD A N D N E E D LE BEARING
(H -type o n ly ).......................................................7 A — 7
S ELEC TLO C K A N D INTERLO CK
(H -type o n ly )....................................................... 7A-— 8
S E R V IC E P O IN T S ..................... ...........................7 A — 9
SPECIAL TOOLS (H -type o n ly ) ...................... 7 A — 9
BEAR IN G PR ELO AD A D JU S T M E N T
(N ew G -type and H - ty p e )............................. 7 A — 10
86U07A-001
*
OUTLIME
Tw o typ es of m anual transaxles are available fo r the ‘88 626: a m odified G -type and an all new H-type.
The ty p e used is selected a c c o rd in g to the e n g in e ’s pow er. The N ew G -type MTX is used with the
non -turbo engine, and the H -type with the tu rb o c h a rg e d engine.
The m od ified G -type MTX is an im p ro ve d version of the one used in the previous 626. The H -type
MTX w as d e ve lo p e d sp ecia lly to m atch the higher e n g in e p ow er of the tu rb o c h a rg e d engine.
For im p ro ve d shifting p e rfo rm a n ce and q u ie te r operation of both transaxles, synchrom esh shifting is
a d o p te d for reverse gear, and the 5th-reverse clutch h ub a ssem bly is assem bled on the prim a ry shaft.
86U07A-002
SPECIFICATION
T ra n sm issio n New G -type H -type
Engine Type F2 (Non-Turbo) F2 (Turbo)
Shift Lever Position Floor Floor
1st 3.307 3.250
2nd 1.833 1.772
3rd 1.233 1.194

Gear Ratio
4th 0.914 0.926
5th 0.717 0.711
Rev. 3.166 3.416
Differential Gear Ratio 4.105 4.105
Oil Capacity 3.35 liters (3.54 US qt, 2.95 Imp qt) 3.65 liters (3.86 US qt, 3.21 Imp qt)
Type of Oil Used A.T.F.: M2C33-F, DEXRON II

86U07A-003
7 A -2
STRUCTURAL VIEW
New G-type
86U07A-004
7A —3
MAIN MECHANISM CHANGE
5 T H -R E V E R S E C L U T C H H U B A S S E M B L Y A N D 5 T H G E A R (N e w G -ty p e a n d H -ty p e )
For the previo us G -type MTX, the 5th clutch hub assem bly was assem bled on the se co n d a ry shaft.
For both new MTXs, the 5th-reverse clutch hub assem bly is assem bled to the prim ary shaft, and it
turns the 5th g ear only w hen needed.
For the p revious G -type, b e cause 5th g e a r w as splined directly to the prim ary shaft, the inertia of the
prim a ry shaft w as high. B ecause the 5th and reverse clutch hub assem bly is now on the prim ary shaft,
5th gear is free and prim ary shaft inertia is reduced. As a result, the load on the gear synchronizer
can be re d u ce d and the shifting effort lessened. M oreover, because 5th gear (drive gear) does not
rotate in neutral, clashing betw een g ears is elim inated.
Primary reverse synchronizer gear

Secondary reverse
synchronizer gear
5th gear
5th-reverse
shift fork 5th-reverse
shift rod
Secondary
reverse gear
Reverse
idle gear
Reverse lever
New G-type MTX
86U07A-005
7A—4
REVERSE IDLE GEAR AND REVERSE SYSTEM (New G-type and H-type)
Secondary reverse synchronizer gear Primary reverse synchronizer gear
86U07A-006
For the p re viou s G-type, th ere w as a constant m esh of the reverse idle gear and 1st-2nd clutch hub
on the se co n d a ry shaft, with e n g a g e m e n t to the prim ary reverse gear only d u rin g reverse operation,
C o nsequently, there w as co nstan t rotation of reverse idle gear d u rin g vehicle travel. For both new
MTXs th e re is no rotation e x ce p t d u rin g reverse travel.
The reverse system is c h a n g e d to a sliding m esh and syn ch ro n ize r m echanism , The prim a ry reverse
syn ch ro n ize r g e a r rotates freely on the prim ary shaft. The se co n d a ry reverse syn ch ro n ize r gear is se
c u re d by splines to the se c o n d a ry shaft. B ecause these tw o gears are alw ays m eshed, the prim ary
reverse synch ro n ize r g e a r only rotate^ if the se co n d a ry shaft rotates, and d oes not rotate if the se co n
d a ry shaft stops.
The e n g a g e m e n t and d is e n g a g e m e n t of the prim a ry and se co n d a ry reverse gears is a cco m p lish e d
by the reverse idle g ear and the 5th-reverse clutch h ub sleeve synch ro n ize r operation by w ay of the
reverse lever, shift rod, and the shift fork.
OPERATION (New G-type and H-type)
W hen the clutch pedal is depressed (while the vehicle is stopped) in order to shift to reverse, the prim ary
shaft con tinu e s to rotate d u e to inertia.
As the shift rod is m ove d to w a rd the reverse side, the reverse idle gear m oves close to the prim ary
and s e co n d a ry reverse gears, and the reverse synchronizer ring is, via the 5th-reverse clu tch hub
sleeve and the syn chron ize r keys, pressed against the prim ary reverse syn ch ro n ize r gear cone.
As a result, the p rim a ry shaft, w hich w as rotating by inertia, stops because it is g eared to the se co n
dary shaft (w hich is not rotating) by the prim ary and se co n d a ry reverse syn ch ro n ize r gears.
86U07A-007
As the shift rod advance s farther, the reverse idle gear

m oves still closer to the reverse gears.
The 5th-reverse clutch hub sleeve m oves over the keys

and syn ch ro n ize r ring, and the syn ch ro n ize r ring
m oves aw ay from the prim ary reverse synchronizer
gear cone.
The prim a ry reverse synch ro n ize r gear is again free
and the prim ary shaft is allow ed to freely rotate w hen
external fo rce is applied.
86U07A-008
7A—6
W hen in this condition, as the shift rod advances even
farther, the reverse idle gear first m eshes with the
prim ary reverse gear, causing the prim ary shaft to
rotate slightly if necessary. It then m eshes with the
se co n d a ry reverse gear. T hrough this there is no
grinding of the gear teeth or noise because the gears
e n g a g e sm oothly.
W hen the shift rod m oves in the op p o site direction,

the reverse idle gear m oves aw ay from the reverse
gears, returning to a position w here it is co m pletely
d isenga ged.
In order to assure smooth shifting, there are three separate shift rods for 1 st-2nd, 3rd-4th, and 5th-reverse.
For the sam e purpose, needle bearings are used betw een the shafts and gears in order to reduce
the sliding resistance of the 1 st, 2nd, 3rd, 4th, and 5th gears on the prim ary or seco n d a ry shaft. Also,
the selector, ch a n g e arm and reverse gate are co m b in e d to g e th e r as one unit as show n on the fo llo w
ing page. .
SELECTLOCK AND INTERLOCK (H-type only)
lever
Selector
Reverse gate
Change arm
_rank lever
Selectlock
G-type
Interlock Pins
Interlock
86U07A-011
A reverse gate lever is in co rp o ra te d in the g u id e plate in o rd e r to prevent shifting into reverse by m is
take w hen d o w nshiftin g from 5th to 4th gear.
The interlock m echanism is a conventio nal pin type. It is d e signe d so that as one shift rod is m oved,
it pushes the inte rlo ck pins out and prevents the other rods from m oving.
7A—8
SERVICE POINTS
SPECIAL TOOLS (H-type only)
Because the sizes of m an y parts are larger, the follow ing tools have been develop ed and are available.
1. Preload a d a p te r (49 B017 102), Prim ary shaft bearings
2. Preload ad a p te r (49 G 017 202), S econda ry shaft bearings
3. H o ld e r (49 G 027 003), D ifferential side gear
4. Shim selector (49 G 02 7 001), Differential
5. B earing rem o ver (49 G 027 002), Differential
6. A tta ch m e n t (49 G 017 101), P rim ary shaft 1st gear side
7. A tta ch m e n t (49 G 017 203), S e co n d a ry shaft 1st gear side
49 B017 102
Preload adapter
49 G017 202
Preload adapter
mmMMm
Holder
49 G017 002
Bearing remover
49 G027 001
Selector
49 G017 101
Attachm ent
49 F401 366A
49 G017 203
Attachm ent
Note
Both attachments should be used together with
plate (49 F401 366A).
86U 07A -012
7A—9
B E A R IN G P R E L O A D A D J U S T M E N T (N e w G -ty p e a n d H -ty p e )
T ap ered roller bearin gs are used in the transaxles as in the previous 626. W hen any of follow ing parts
are re placed, the bea rin g preload m ust be ch e cke d and adjusted by inserting adjust shim s betw een
the transaxle case and the bearing outer race or transaxle case and d ia p h ra g m spring.
1. C lutch housing 4. S e co n d a ry shaft

2. T ransaxle case 5. Differential case
3. P rim ary shaft 6. Bearings
A d justm e nt of bearing prelo ad is basically the sam e as the previous 626.

86U07A-013
1. Rem ove the oil seal, differential bearing outer race,

and adjust shim from the transaxle case.
2. R em ove the prim ary and seconda ry shaft bearing
outer races, the adjust shim s and the d ia p h ra g m
sp rin g s from the transaxle case.
3. Reinstall the outer races to their respective posi
tions in the transaxle case.
4. Rem ove the prim ary and seco n d a ry shaft bearing
outer races from the clutch housing. Install the outer
races in their respective selectors.
5. Set the differential assem bly in the clutch housing;

then set the differential bearing outer race and the
specified selector on the differential assem bly.
6. (G-type)
Install the selectors and outer races to their respec
tive bearing outer race bore in the clutch housing.
Position the prim ary and secondary shafts onto the
c o rre s p o n d in g selector.
7A - 10
(H-type)
Install the prim ary selector and outer race in the
prim ary shaft bearing bore in the clutch housing.
Note
For the H-type, the secondary shaft bearing
prefoad adjustment must be done after the
primary shaft and differentia! adjustment be
cause the selector hits the differential as
sembly.
7. Install the transaxle case, and install the ten c o l

lars and bolts.
Note
The collars must be installed as shown in the
figure.
Tightening torque:
G-type 18—20 Nm
(1 '8 —2.0 m-kg, 13— 14 ft-lb)
H-type 37—52 Nm
(3.8— 5.3 m-kg, 27—38 ft-lb)
8. Seat the bearing outer races by openin g the selec

tor until the bars can no longer be turned by hand.
.— 11
9. Turn the selectors ba ck until the g a p s are
elim inated.
This time, using fingers only, turn the selectors and
open them until they can not be turned.
Note
Check that the shafts and differential turn
smoothly.
10. M easure the o p e n in g a round the circu m fe re n ce

of the selectors with a feeler gauge.
86U07A-021
11. Take the m axim um reading and determ ine the

SHIM TO BE USED shim to be used as follows:
MEASUREMENT—0.70 mm
< Primary shaft bearing >
(0.0276 in) « S ubtract the d ia p h ra g m spring thickness (0.70
m m , 0.0 2 7 6 in) from the g a p d e te rm in e d in the
Example
step 10.
1.23 mm — 0.70* mm = 0.53 mm • Select the closest th in n e r shim from the table 1.
(0.0484 in) — (0.0276 in) = (0.0208 in)
0.50 mm SHIM
(0.0197 in)
86U07A-022
< Secondary shaft bearing >

SHIM TO BE USED • S ubtract the d ia p h ra g m spring thickness (0.70
m m , 0.0 2 7 6 in) from the g a p d e te rm in e d in the
MEASUREMENT— 0.70 mm
step 10.
(0.0276 in) • Select the closest th icke r shim from the table 1.
Example
1.22 mm — 0.70 mm = 0.52 mm
(0.0480 in) — (0.0276 in) = (0.0204 in)
0.55 mm
(0.0217 in)
86U 07A-023
7A—12
T a b le 1
Thickness (H-type) Thickness (G-type)
0.25 mm (0.0098 in) 0.20 mm (0.0079 in)
0.30 mm (0.0118 in) 0.25 mm (0.0098 in)
0.35 mm (0.0138 in) 0.30 mm (0.0118 in)
0.40 mm (0.0157 in) 0.35 mm (0.0138 in)
0.45 mm (0.0177 in) 0.40 mm (0.0157 in)
0.50 mm (0.0197 in) 0.45 mm (0.0177 in)
0.55 mm (0.0217 in) 0.50 mm (0.0197 in)
0.60 mm (0.0236 in) 0.55 mm (0.0217 in) < F o r d iffe r e n tia l b e a rin g >
0.65 mm (0.0256 in) 0.60 mm (0.0236 in) C o n n e ct the preload ad a p te rs th ro u g h the transaxle
0.70 mm (0.0276 in) 0.65 mm (0.0256 in) case to the pinion shaft.
0.75 mm (0.0295 in) 0.70 mm (0.0276 in)
0.80 mm (0.0315 in)
86U07A-024
Attach a spring scale to the attachm ent. Use the bars

to turn the differential selector until the preload in d i
cated on the spring scale is 5 0 0 g (1 7 .6 o z) [5 c m -
k g (36 ft- lb ) ]
86U07A-025
M easure the g a p with a feeler gauge.

Select shim (or shims) from the table 2 with the closest
thickness to the value (B) [ (B) = the g a p (A) plus
0.15 mm (0.0059 in) ].
M ote
a) M e a s u re th e g a p a r o u n d th e e n tir e c ir c u m
fe r e n c e o f th e s e le c to r ,
b) N o m o re th a n th r e e s h im s m a y b e u s e d .
86U07A-026
T a b le 2
Thickness (G-type & H-type)
0.10 mm (0.0039 n) 0.15 mm (0,0i)59 in)
0.20 mm (0.0079 n) 0.25 mm (0.0098 in)
0.30 mm (0.0118 n) 0.35 mm (0.0138 in)
0.40 mm (0.0157 n) 0.45 mm (0.0177 in)
0.50 mm (0.0197 n) 0.55 mm (0.0217 in)
0.60 mm (0.0236 n) 0.65 mm (0.0256 in)
0.70 mm (0.0276 n) 0.75 mm (0.0295 in)
0.80 mm (0.0315 n) 0.85 mm (0.0335 in)
0.90 mm (0.0354 n) 0,95 mm (0.0374 in)
1.00 mm (0.0394 n) 1.05 mm (0.0413 in)
1.10 mm (0.0433 n) 1.15 mm (0.0453 in)
1.20 mm (0.0472 n)
86U 07A-027
7 A -1 3
12. Install the shim s as outlined below.
R em ove the follow ing:
• Transaxle case
• P rim ary and se co n d a ry shaft
• Special tools
• Prim ary and s e co n d a ry shaft bearing outer
races from transaxle case
Install the shims, the diaphragm springs, and the

outer races fo r the prim ary shaft, se co n d a ry
shaft, and differential to the respective bearing
outer race bore in the transaxle case.
13. Install the prim ary and secondary shaft bearing out
er races in the respective positions in the clutch
housing.
Install the prim ary shaft and differential assem blies
in the clutch housing. Install the transaxle case and
tighten.
Tightening torque:
New G-type 37—52 M m
(3.8—5.3 m-kg, 27— 38 ft-ib)
H-type 37—52 Nm
(3.8—5.3 m-kg, 27— 38 ft-ib)
Except for the bracket boits
86U07A-029 Bracket bolts (H-type) 78— 118 Nm
(8.0— 11.9m-kg, 58— 86 ft-lb)
14. C h e ck that the preload is within specification.
Differentia!:
14— 20 Nm (14—20 cm-kg, 12— 17 in-lb)
Primary: 0.1— 0.25 Nm
(1.0—2.5 cm-kg, 0.87—2.18 in-lb)
15. R em ove the prim ary shaft and differential assem

blies from the clutch housing.
Install the se co n d a ry shaft assem bly. Install the
transaxle case to the clutch housing and tighten.
86U07A-030
Tightening torque:
New G-type 37— 52 N m
(3.8—5.3 m-kg, 27— 38 ft-lb)
H-type 37— 52 Nm
(3.8—5.3 m-kg, 27— 38 ft-lb)
Except for the bracket bolts
Bracket bolts (H-type) 78— 118 Nm
(8.0— 11.9 m-kg, 58— 86 ft-ib)
1 6 .C heck the preload.
Secondary shaft: 0.2— 0.4 Nm
(2.0— 4.0 cm-kg, 1.74—3.48 in-lb)
86U07A-031
7A—14
STEERING SYSTEM
O U T L IN E ................................................................... 10— 2
O U TLIN E OF C O N S T R U C T IO N ..................... 10— 2
STR U C TU R AL V IE W .......................................... 10— 2
S P E C IF IC A T IO N S ....... ....................................... 10— 3
M A N U A L S T E E R IN G ............................................ 10— 4
STEERING G E A R ............................................. 10— 4
SUPPO RT OF R A C K ........................................... 10— 5
P O W E R S T E E R IN G ............................................ 10— 6
E LE C TR O N IC A LLY -C O N TR O LLE D
POWER STEERING (E C P S )..................... 10— 6
O IL PASSAGE ...................................................... 10— 7
STEERING G E A R ............................................ 10— 8
VALVE C A S E ......................... ............ .................. 10— 9
O P E R A T IO N .......................................................... 1 0 — 10
S O LE N O ID V A L V E ......................... ............ . 1 0 — 11
E L E C T R IC A L S Y S T E M FO R E C P S ................ 1 0 — 12
C O N T R O L C IR C U IT ............................................ 1 0 — 12
FAIL-SAFE F U N C T IO N ...................................... 1 0 — 13
4 -W H E E L S T E E R IN G S Y S T E M ........................ 1 0 — 14
O U T LIN E OF C O N S TR U C TIO N ..................... 1 0 — 14
4-W H E E L STEERING (4WS) S Y S TE M .......... 1 0 — 14
SYSTEM D IA G R A M ............................................ 1 0 — 15
M AIN C O M P O N E N T S A N D FU N C TIO N OF
REAR S T E E R IN G ............................................... 1 0 — 16
FR O N T STEERING S Y STEM ............................ 1 0 — 17
REAR STEERING S YSTEM ...... ........................ 1 0 — 18
A D V A N TA G E S OF 4W S ............. ...................... 1 0 — 19
PHASE C O N TR O L S Y S T E M ............................ 1 0 — 23
STEERING A N G LE TRANSFER S H A F T ...... 1 0 — 26
POW ER C Y L IN D E R ...................... ..................... 1 0 — 27
C O N T R O L V A L V E ............................ ......... . 1 0 — 28
O IL P U M P ...... ...................................................... 1 0 — 30
FAIL-SAFE S Y S T E M ................................ . 1 0 — 31
S O LE N O ID V A L V E ............................................. 1 0 — 32
SERVICE P O IN T S ............. ......................... 1 0 — 33
E L E C T R IC A L S Y S T E M FO R 4 W S .................. 1 0 — 34
O U T L IN E ............................................................... 1 0 — 34
C O N T R O L IsJNIT A N D SPEED SENSORS .. 1 0 — 36
R EAR-TO -FRO NT
STEERING RATIO S E N S O R .......................... 1 0 — 37
STEPPER M O T O R ............................................... 1 0 — 38
S ELF-D IA G N O S IS S Y S T E M ............................. 1 0 — 40
86U10X-501
OUTLINE
1. The steering gea r box is the sam e rack and pinion typ e used in the previous m odel.
2. Tw o typ e s of p o w e r steering control are available. O ne is an e n gine speed sensing typ e as used
previously, and the other is an ele ctron ically co n tro lle d type.
3. A new 4-w heel steering system is used in w hich the rear w heels turn in co n ju n ctio n with the steering
an gle of the fron t w heels to p ro v id e su perior steerability,
STRUCTURAL VIEW
Steering wheel
Reserve tank
Steering shaft
Intermediate shaft
Oil pump
Pressure hose
Return hose
86U10X-502
10—2
SPECIFICATIONS
10—3
MANUAL STEERING
STEERING GEAR
Rear cover
Adjust cover
Roller bearing
Tie-rod
Dish spring
Gear housing
86U10X-504
The steering g ear is a co nsta nt gea r ratio type. The pinion gear is su p p o rte d by a roller bearing.
The su p p o rt of the rack is c h a n g e d from a su p p o rt yoke to a roller bearing.
10—4
SUPPORT OF RACK
Bushing
cover
Bearing
Rack
Previous Type New Type

Support yoke Roller bearing
86U10X-505
The m etho d for s u p p o rt of the rack is ch ange d.

Previous method
• The rack w as s u p p o rte d by a s u p p o rt yoke.
New method
• The rack is s u p p o rte d by a roller bearing.
• A new ly establishe d b u shing is used for addition al support.
Advantages of new method

1. S m oother steering feel, as sliding co n ta ct is c h a n g e d to rolling contact.
2. Im p ro ve m en t of rack w ear resistance, as the rack is su p p o rte d by the bearing.
3. Less noise and steering w heel vibration, as the rack is firm ly su p p o rte d by the bushing.
10—5
POWER STEERING
ELECTRONICALLY-CONTROLLED POWER STEERING (ECPS)
This po w e r steering system c h a n g e s steering assistance a cco rd in g to vehicle speed, steering wheel
tu rn in g angle, and road resistance. W hen the vehicle is stopped or running at low speed, m ore pow er
assistance is p ro v id e d and less effort is required of the driver. W hen the vehicle speed is high, less
po w e r assistance is p ro v id e d and m ore d river effort is required. M ore effort is also required at high
speeds as the steering angle increases.
With these functions, the system p ro vid e s the driver with a rigid, stable, yet easy-handling feeling. The
requ ire d steering effort is d e c id e d a c c o rd in g to the oil pressure a p p lie d to the reaction force ch a m b e r
in the steering g ear housing. The control unit and solenoid val\/e control oil pressure to the reaction
fo rce c h a m b e r based on the veh icle spe e d signal and the steering w heel tu rn in g angle signal.
10—6
OIL PASSAGE
The oil from the p u m p is led to the valve case. In the valve case, the oil flow s to the reaction force
ch a m b e rs and th ro u g h ah orifice to the solenoid valve. The oil is fed to the reserve tank or pow er
cylinder acco rd ing to m ovem ent of thd spool valve. The solenoid valve controls the oil flow to the reserve
tank.
10—7
STEERING GEAR
Pinion shaft
Upper bearing
Rack
Lever
Lower bearing
Spring pin
86U10X-508
Spool valve ty p e po w e r steering, w hich is basically the sam e as that of the 323, is used.
Tw o b e a ring s (u p p e r and lower) are used to su p p o rt the pinion shaft and allow it to m ove side-to-side
in the case. *
A sprin g pin is installed on the bottom of the pinion shaft to return it to the neutral position.
10—8
VALVE CASE
86U10X-509
The control valve consists of the valve case, spool valve, lever, reaction fo rce cham ber, spring, and
pinion.
The valve is c o n n e c te d to the pinion Shaft by the lever, and kept in the neutral position by the springs
and oil pressure in the reaction fo rce cham bers.
OPERATION
Pump
86U10X-510
W hen the pinion m oves, the lever pivots at point 0.

C onsequently, the spool valve is m oved, o ve rco m in g the spring pressure and oil pressure in the reac
tion fo rce c ha m be r. *
D uring low -speed driving, w hen oil pressure in the reaction force ch a m b e r is low, the spool valve m oves
easily and the req uired steering effort is low.
At h ig h e r speeds, the oil pressure of the reaction fo rce ch a m b e rs increase, the spool valve m oves
with difficulty, and the required steering effort increases.
The spool v a lv e ’s free do m of m o ve m en t is, therefore, in pro p o rtio n to the oil pressure in the reaction
fo rce cham bers.
The oil pressure in the reaction force ch a m b e rs is co ntrolled by the solenoid valve.
10— 10
SOLENOID VALVE
At high-speed
At low-speed
86U10X-5T1
The reaction fo rce c h a m b e r oil pressure is co n tro lle d by the solenoid valve. W hen a large electrical
c u rre n t is sent from the control unit to the solenoid valve, the rod m oves and co m p re sse s the spring.
As a result of this, the passage from thfe reaction fo rce ch a m b e r to the ta n k becom es larger. The reac
tion fo rce c h a m b e r oil pressure then decreases, and the steering effort is lower.
W hen a small electrical c u rre n t is sent from the control unit to the solenoid valve, the fo rce with w hich
the rod co m p re sse s the sp rin g is less, and the passage betw een the reaction force ch a m b e r and the
ta n k is sm aller. As a result, the reaction fo rce ch a m b e r oil pressure increases, and the steering effort
is greater.
ELECTRICAL SYSTEM FOR ECPS
CONTROL CIRCUIT
Control unit
M K I nr c A
N L J HI D B
Terminal
86U10X-512
The c o n trol unit receives signals from the steering angle sensor, speed sensor, and ignition coil (en
gine speed). Based on these signals, the control unit calculates the am ount of current needed to properly
control solenoid valve operation. *
Since the control unit has fail-safe and self-diagnosis functions, if in co rre ct or no signals are received
from the sensors, the unit m akes a ju d g m e n t and regulates valve current to m aintain appropriate steering
operation.
10—12
FAIL-SAFE FUNCTION
Failure point Evaluation Reaction to failure
Solenoid valve Open or short circuit Fixed control

Vehicle-speed signal If the below occur simultaneously for Power steering control fixed at 80 km/h
over 10 sec., a failure is judged. (49.6 mph) setting
© Vehicle speed zero
@ Engine speed over 500 rpm
@ Fluctuation of steering angle signal
Changes over 60 km/h (37.2 mph) in 1 sec.
Steering-angle signal If the below occur simultaneously for Power steering controlled only by vehicle
over 10 sec., a failure is judged. speed
© Vehicle speed above 35 km/h (21.7 mph)
@ Steering wheel angle above 140°
86U10X-513
S teering effort- is co ntrolle d by the oil pressure regulated by the solenoid valve. The am ount of the
solenoid valve ope n s is co n tro lle d by the cu rre n t flow ing th ro u g h its solenoid coil. Thus, steering effort
is co n tro lle d by the current.
The am ou nt of c u rre n t is d e te rm in ed a c c o rd in g to steering angle and vehicle speed.
For explana tion of self-diagno sis function, refer to Section 10 of the W o rksh o p M anual.
10— 13
4-WHEEL STEERING SYSTEM
Since the 4-w heel steering (4WS) system p erform s the function of steering the rear w heels a cc o rd in g
to steering wheel angle and vehicle speed, it has the following advantages over ordinary 2-wheel steering
(2WS) system s in w hich only the front w heels are steered.
1) Im prove d straight-ahead d rivin g stability at high speeds

2) G reater control d uring lane c h a n g e
3) Better balance d u rin g co rn e rin g
4) G reater responsiveness and preciseness of steering wheel operation
5) S u pe rb pa rkin g ability
4-WHEEL STEERING (4WS) SYSTEM
This system consists of a hydrauiically-assisted front po w e r steering w hich perform s the m ain steering
function, and an electron ically-con tro lle d, hydrauiically-assisted rear pow er steering w hich operates
rear w heel steering a c c o rd in g to steering w heel angle and vehicle speed.
An im p ortan t safety feature is that the rear po w e r steering gear returns and fixes the rear w heels in
the straight-ahe ad position by a built-in self centering spring. This allows, the vehicle to be steered
as though it had conventional 2WS in the event an electrical or hydraulic failure of the rear steering system.
10— 14
SYSTEM DIAGRAM
Reserve tank
86U1 OX-539
1 0 -1 5
MAIN COMPONENTS AND FUNCTION OF REAR STEERING
Part Function
Speed sensors Integral with speedometer and cable; detects vehicle speed and sends data to control
unit
Control unit 1) Sends step signals indicating steering ratio (corresponds to vehicle speed) to step
per motor
2) Detects abnormalities in steering ratio signal, speed signal, and other electric
systems
3) Controls the following when problem is detected:
a) Warning light ON
b) Solenoid valve open
Phase control system Incorporates control yoke and bevel gear
Controls valve and direction and amount of rear wheel steering
Stepper motor Rotates control yoke in accordance with step signal from control unit
Steering angle transfer Rotates pinion gear and bevel gear in phase control system in relation to steering
shaft wheel operation
Contro! valve Regulates hydraulic pressure to control amount of power cylinder stroke and rear
wheel steering operation
Power cylinder 1) Receives hydraulic pressure from control unit and moves rear wheels
2) Fixes rear wheels in straight-ahead position by built-in self-centering spring in case
of electrical or hydraulic failure
Oil pump Provides hydraulic pressure to front and rear steering systems
86U10X-515
10—16
FRONT STEERING SYSTEM
o
To power cylinder of
rear steering system
86U10X-516
This is an o rd in a ry rack and pinion pow er steering system in w hich the steering efforts of the driver
are h yd ra ulica lly assisted. This system consists of a steering wheel, an input pinion shaft co n n e cte d
to the steering w heel by a steering shaft, a rack, an oil pum p, and a control valve, A steering angle
transfer shaft for controlling the rear steering system is geared to the rack and connects with the phase
control system of the rear steering system.
1 0 -1 7
REAR STEERING SYSTEM
Max.5°
Neutral
From rack of front

steering system From oil pump
o
Steering angle transfer shaft
o
Power cylinder^
Rear-to-front steering
ration sensor
Self-centering
spring
Steppe r motor
86U10X-517
This is a hydraulically-assiste d p o w e r steering system w hich is electronically controlled a cco rd in g to

steering w heel an g le and vehicle speed. This system consists of a steering angle transfer shaft, speed
sensors, control unit, ste p pe r m otor, phase control system, control valve, oil pum p, and pow er cylinder
and o utp ut rod.
As a fail-safe system , the rear steering system is e q u ip p e d with a self-centering spring w hich fixes the
outpu t rod in the straight-ahe ad position if h ydraulic pressure to the pow er cylin d e r is lost. Also in co r
p orated is a solenoid valve w hich cuts off the hydraulic pressure if there is a system electrical failure.
10— 18
ADVANTAGES OF 4WS
Low-speed turning
2WS
86U10X-518
For 2WS vehicles tu rn in g at low speed, the ce n te r of the turn is point 0 (the extended line of the rear
axle shaft). The m inim um tu rn in g radius is show n by iine R.
If the fro n t and rear w heels are steered in o p p o site phases, the ch a n g e in location of point 0 m akes
it possible for the m inim um tu rn in g radius and inner/oute r wheel difference (W) to be lessened; thus,
im p ro vin g the tu rn in g ca p a b ility d u rin g sm ail-radius turns.
10— 19
High-speed turning and cornering
Direction of travel
86U10X-519
The centrifugal fo rce acting up on the veh icle b o d y increases with high-spee d tu rn in g and co rnering.
As a result, a greater co rnering force (C) is necessary, and the side-slip angle (a) of the tires is increased.
O rdinarily, w hen a 2WS veh icle turn s or co rners u n d e r high-spee d conditions, the side-slip angle of
the tires is increased as the d river turns the steering wheel, with the result that the v e h icle 's rear end
yaw s to a great extent and the side-slip angle of the rear tires becom es greater.
For 4W S vehicles, the rear w heels are steered in the sam e phase as the fro n t wheels, with the result
that there is re d u ce d yaw in g of the rear end, and there is a c o rre s p o n d in g reduction of the yaw ing
tim e of the ve h icle 's rear end.
10—20
Lane change
86U10X-520
As a result of the 4W S chara cteristics describ e d , w hen the 4WS vehicle m akes, for exam ple, a lane
ch a ng e , there is the d iffe re nce (show n in the illustrations above) of the path of the 4W S vehicle and
the 2WS vehicle. This is b e cause the length of tim e of rear end yaw ing and attitude c h a n g e are less
for the 4WS vehicle.
M oreover, such factors as co rn e rin g balance, steering w heel response, and steering precision are
better for the 4W S vehicle.
The relationship betw een vehicle speed, steering wheel angle, and angle of the rear w heels is described
on the follow in g page.
10—21
Amount and Direction of Steering Angle of Rear Wheels
R ear-to-front steering angle ratio (r/f) is d e c id e d by the control unit a cco rd in g to vehicle speed. The
general characteristics are as follows.
U n d e r 35 km /h (22 m ph) the rear w heels are steered in the o p p o site direction as the front wheels,
at 35 km /h (22 m ph) the rear w heels point straight-ahead as in 2WS, and at speeds over 35 km/h
(22 m ph) they are steered in the sam e d ire ction as the front wheels.
The m axim um steering angle of the rear w heels is 5 °.
10—22
PHASE CONTROL SYSTEM
Rear-to-front steering ratio sensor
86U10X-522
The phase control system fu nction s to control the steering am ount and direction of the rear w heels
as m entio ne d before. It consists of a ste p p e r m otor w hich controls the steering ratio, a control yoke,
a sw ing arm , a m ain bevel g ear e n g a g e d to the steering angle input shaft th ro u g h a small bevel gear,
and a control rod c o n n e c te d to a control valve.
10—23
Operation
Swing arm Control rod Spool valve
Neutral
Input rod
Control yoke Bevel gear
A: At 35 km/h (22 mph)
Swing arm
Spool valve
Input rod
Moved by bevel gear
(Steering wheel turned left)
* 86U1 OX-523
A ssu m ing that the sw ing arm is a disc, the co nnectio n of the input rod and control rod (c) is at the
disc ce nte r line.
The d isc m oves the end of the control rod (a) in relation with the tu rn in g angle of the steering wheel.
At 35 km/h (22 mph)

The disc and the input rod are at a right an gle as show n in Fig. A. At this tim e, if the steering wheel
is tu rn e d to the left, the disc turn s and the control rod is m oved from point (a) to point (b). The control
rod m oves in the reverse dire ctio n if the steering w heel is tu rn e d to the right. There is, how ever, no
m ovem e nt of the spool valve. Therefore, thfe rear w heels rem ain in the straight-ahead position.
10—24
Ai more than 35 km/h (22 mph)
The position of the disc is c h a n g e d by the ste p p e r m otor as show n in Fig. B, resulting in an angle
c h a n g e betw een the disc and input rod. (The d e g re e of angle c h a n g e is in relation to vehicle speed.)
At this tim e, w hen the steering w heel is tu rn e d to the left, the control rod is again m oved from point
(a) to point (b). W hen this happe ns, the spool valve is m oved tow ard the right.
As a result, the rear wheels are turned to the left (same phase) when the steering wheel is turned to the left.
The o p p o site h a pp e n s w hen the steering is tu rn e d to the right.
At less than 35 km/h (22 mph) *

The position of the disc is c h a n g e d by the ste p p e r m otor as show n in Fig. C, so that the angle is o p p o
site that in Fig. B.
At this tim e, w hen the steering w heel is tu rn e d to the left, the control rod is m oved from point (a) to
point (b), and the spool valve is m oved to the left.
A s a result, the rear w heels are tu rn e d to the right (opposite phase) w hen the steering w heel is tu rn e d
to the left, and left w hen tu rn e d to the right.
1 0 -25
STEERING ANGLE TRANSFER SHAFT
Rear-to-front steering ration sensor
input shaft
86U1 OX-525
With the rotation of the steering wheel, the steering angle input shaft rotates the main bevel gear through
the sm all bevel gea r in the phase control system . The m ain bevel gear m oves in direction A d uring
right turns, and in direction B d u rin g left tu rn s as show n in the figure. The control rod, w hich passes
th ro u g h the m ain bevel gear, m oves in the sam e direction. The am ount and direction of m ovem ent
of the control valve input rod (co nn ecte d to the control rod) is co ntrolled by the control yoke angle
w hich c h a n g e s a c c o rd in g to vehicle speed.
1 0 -2 6
f
POWER CYLINDER
The action of the control valve input rod is transm itted to the spool valve a cco rd in g to the front steering
operation . The d isp la ce m e n t of the spool to the valve sleeve causes difference in oil pressure betw een
the right and left ch a m b e rs in the po w e r cylinder. The difference of pressure o ve rco m e s the load of
the o u tp u t rod and causes it to m ove. The valve sleeve, co m b in e d with the po w e r rod, is m oved by
an am o un t and in the d irection c o rre s p o n d in g to the m ovem ent of the input rod. Then, the tie-rods,
co n n e c te d to the o utp ut rod, d e v e lo p the steering action of the rear wheels.
The self-centering spring m aintains or returns the o utput rod to the straight-ahead position if there is
a failure in the h yd ra u lic or electrica l systems.
10—27
CONTROL VALVE
86U1 OX-527
The m ain parts of the control valve are the input rod, spool valve, valve sleeve, and the o u tp u t rod.
W hen the control valve input rod is stationary, the spool valve is in the neutral position of the valve
sleeve. Oil pressure from the pow er steering oil p u m p passes by the spool valve and returns to the
p u m p reserve tank. Oil also flow s to both sides of the actuator, h o ld in g the o u tp u t rod in position; not
allow ing the rear steering angle to change .
10—28
86U1 OX-528
W hen the control valve input rod m oves to the left it also m oves the spool valve to the left. The o utput
rod does not m ove at this tim e due to the load on the rear w heels and the action of the self-centering
spring. As the spool valve m oves it opens the ports, allow ing oil pressure from the p u m p to flow to
the right side of the a ctua tor and oil to flow from the left side of the actuator to the reserve tank. This
pressure difference causes the o u tpu t rod (and valve sleeve) to m ove to the left, turning the rear wheels
to the right.
10—29
O IL PUMP
Flow control valve Flow control valve
86U1 OX-529
The oil p u m p is a belt driven, vane type, tan dem oil p u m p with a rem ote reserve tank. The p u m p c o n
struction is basically the sam e as that of the 626 2WS vehicle.
One section of the p u m p provid es oil pressure to the front steering system and the other to the rear
steering system. Both sections are e q u ip p e d with flow control valves (show n in the figure above) for
securing a con stan t oil flow.
10—30
FAIL-SAFE SYSTEM
Solenoid
valve
Self-centering spring
Output rod
Self-centering spring
86U10X-530
A fail-safe system is used for safety in the event of a system failure.
Function
1) Ensures 2W S (rear w heels fixed in straight-ahead position) in case of an electrical or hyd ra u lic sys
tem failure.
2) P rovides w a rn in g to the d river via a w arning light in the instrum ent panel in the event of an electrical
failure. .
3) An oil level sensor is provided in the reserve tank. The w arning light warns the driver when the am ount
of oil falls below that required.
4) M e ch an ically ensures safety equal to that of a conventio nal 2WS system.
Oil pressure defects . .

The rear steering is locked in the straight-ahead position and 2WS is assured if there is a d ro p in the
rear steering system oil pressure due to oil leakage, p u m p failure, or a broken d rive belt. W hen there
is no oil pressure acting on the o u tp u t rod, the self-centering spring holds the rod centered in the p o w
er cylinder.
10—31
SOLENOID VALVE
The 4W S system has tw o solenoid valves for the electrical fail-safe system.
The reason tw o valves are used is that if one fails the other w orks as a back-up.
They o perate as follow s:
Norma!
W hile the ignition sw itch is on, cu rre n t passes th ro u g h the coil and the p lu n g e r m oves the spool; o ve r
c o m in g the force of the return spring.
Since the h ydrau lic circu it betw een the pressure and return line in the valve is closed, norm al pressure
is gen erate d in the pow er cylinder. *
Failure
W hen the control unit detects an electrical failure and sends a failure signal to the solenoid valve, c u r
rent to the coil is cu t and the spool is returned by the return spring. As a result, the h yd ra u lic circuit
in the valve is o p e n e d and pressure in the pow er c y lin d e r becom es zero.
If the control unit senses that the p rob le m is interm ittent, it cuts the voltage th ro u g h the coil; the spool
is returned by the return s p rin g and the h yd ra u lic circu it is opene d.
10—32
SERVICE POINTS
Adjustment of Steering Angle Transfer Shaft
Rear steering gear assembly
Front steering
Rear joint
Front joint
86U1 OX-539
If the steering angle tran sfe r shaft is d isco n n e cte d from the front or rear steering gear, or after a d ju st
ing the w heel aligm ent, or the rear steering angle is not correct, the rear tu rn in g angle m ust be a d ju st
ed as outlined in the W orksh o p M artual.
Warning
Improper installation of the 4WS steering angle transfer shaft may effect control of the
vehicle and result in the risk of accident, personal injury, and property damage.
10—33
ELECTRICAL SYSTEM FOR 4WS
O U T L IN E
©
0 )
© © © (m) ©
X © © ©
X
© © X © X © © ® © © © ©
Terminal
86U1 OX-539
10—34
1. All of the input sign als— pow er, rear-to-front steering ratio, oil level, and gear po sitio n — are c o n v e rt
ed into electrical signals or vo ltag e by the sensors and switches. Som e of them are originally vo l
ta g e such as pow er supply.
2. A n a lo g u e signals ( - / '- \ - / '- v ) such as the rear-to-front steering ratio signal are c h a n g e d into digital
signals (J L T L T L ) by an an alo g u e to digital co n ve rte r (A/D) w ithin the control unit.
3. A fail-safe system is used for p o w e r circuits © a n d © , g ro u n d circuits © , © a n d © , and speed
sensor circuits © a n d © i n case of an open circuit.
4. The Filter elim inates surge voltage (electrical noise) from the pow er supply side to the central process
ing unit (CPU).
5. The 5 V R e g u la to r regulates vo lta g e to the CPU to 5V,
6. The l/F (interface circuit) elim inates electrical noise from the input signals.
7. The W a tc h d o g s y s te m c h e cks the contro! unit for error.
8. The M o n ito r l/F and M o n ito r c h e c k the actuators for open circuits.
9. The R e la y a n d t im e r is to keep 4W S for 5 sec. after ignition sw itch OFF.
86U10X-532
CONTROL UNST AND SPEED SENSORS
Control unit
Based on signals from the rear-to-front steering ratio sensor and the speed sensor, the control unit
o perate s the s te p p e r m otor to achie ve the fear-to-front steering ratio and rear steering phase.
Speed sensors
The veh icle has tw o spe ed sensors; the m ain one inside the instrum ent cluster, and the other at the
transaxle as a back-up.
The sensors dete ct s p e e d o m e te r c a b le rotation, and send signals to the control unit.
10—36
REAR-TO-FRONT STEERING RATIO SENSOR
Rear-to-front steering
ratio sensor
86U1 OX-534
The rear-to-front steering ratio sensor ch e cks the stepper m otor operation by sending vo ltage signals
based on the control yoke angle to the control unit.
The sensor consists of a shaft c o n n e cte d to the rotation shaft of the control yoke, a brush a ttachm ent
panel m o u n te d on this shaft, a resistance plate and co n d u c tio n plate, and a brush.
The vo lta ge c h a n g e d by the resistance plate is sent to the control unit. This is co m p a re d to the control
yoke an gle (con ne cte d to the ste p p e r m otor) regulated by the control unit. If the tw o differ from each
other, the control unit sends a signal to the ste p p e r m otor to co m p e n sa te for the difference.
STEPPER MOTOR
Phase control unit
Rotor
86U1 OX-535
Stator U
Ign
Stator
U
B B
Stator
V
Electric circuit
a
<H Id an
r| P A
Stator U Stator V
NJ [N| iN f~| N I [_N_ NI I NI IN I |N | In
rsiiîrsirîrîpipir
(1) A-B phase excitation (3) A-B phase excitation
Stator U Stator V Stator U Stator V
sj [sj [sj l_sj |_s_ _n J |N| |N | [_Nj |_N_ NI [ nJ [ nJ [nJ l_N_ sj [sj [sj [sj [_S_
WWVPVWVTW V
(2) B-A phase excitation (4) B-A phase excitation
86U1 OX-536
The ste p p e r m oto r consists of a coil, stator, and rotor with tw o m agnets.
C urren t flo w in g to the coil m agnetizes stator. The rotor rotates by the attracting or repelling of m a g
nets. The rotor rotates clockw ise w hen phase excitation is m ade (1) -*■ (2) -> (3) -*■ (4), c o u n te rc lo c k
w ise w hen (4) -* (3) -*• (2) -*• (1).
10—39
SELF-DIAGNOSIS SYSTEM
4WS
4WS warning light
Example
Flashes 3 times (3 sec period between cycles)
86U1 OX-537
If an electrical failure occurs, the w a rn ing light flashes to inform the driver of the failure.
A fter the light flashes fo r one m inute, if then stays on continuosly. W hen the ignition sw itch is tu rn e d
off and b a ck O N, the cycle is again repeated.
The w a rn ing light flashes in a certain pattern to indicate the location of the failure. Refer to the gu id e
on the fo llow in g page.
10—40
Check timing Reaction to
item W arning light
Ign ON Driving failure
Speed sensor in speedometer — *

Flashes 1 time
Speed sensor Speed sensor on transaxle — * / 2 sec. period \
\ between cycles/
Difference between above sensors — *
Phase control * Flashes 2 times

Mis-stepping (Out of phase) —
system
Solenoid valve Wiring circuit * * Flashes 3 times
Wiring circuit * *
Stepper motor Flashes 4 times
Operation — * 2WS
Rear-to-front Output * * Flashes 5 times

steering ratio
sensor Standard position * * Flashes 6 times
Power steering * * Flashes 7 times

Level
fluid
Program * *
Memory * * Flashes 8 times

Control unit
Conversion from analogue to digital * —
values
* 4WS after
Computer error * OFF
computer reset
Power supply Battery voltage — * Stays ON 2WS

86U1 OX-538
Note
After repairing a failure, turn off the ignition switch to cancel the warning light operation.
10—41
SUSPENSION
OUTLINE................................. ................ 13— 2

O U T LIN E OF C O N S T R U C T IO N ..................... 1 3 — 2
S P E C IF IC A T IO N S ....... ........................................ 1 3 — 3
IM PR O VEM EN T OF FRONT SUSPENSIO N 13— 4
IM PR O VEM EN T OF REAR SUSPENSION .. 13— 5
FRONT SUSPENSION................................. 13— 6
A -ARM ............................................... ..................... 1 3 — 6
F LU ID -E N C LO S E D B U S H IN G ..................... 1 3 — 7
REAR SUSPENSION.......................... ......... 13— 8
REAR LA TER AL LIN K RU BBER B U SH IN G S
(2-W H E E L S T E E R IN G ).................................... 1 3 — 8
A D V A N TA G E OF ASYM M ETR IC AL
RUBBER BU SH IN G ............... ......................... 1 3 — 9
REAR SU SPENSIO N
(4-W H E E L S T E E R IN G )....................... ............ 1 3 — 10
86U13X-501
OUTLINE
The front suspension of the previous m odel has been im proved to provide better com fort and steerability.
The rear suspension is a 3-link in d e p e n d e n t strut suspension as in the previous m odel, but it has been
m odified to provide greater high-speed stability. Vehicles with 4-wheel steering (4WS) have been provided
with a new rear suspension based on the 3-link strut type.
86U13X-502
13—2
SPECIFICATIONS
Front Suspension
Item Specification
Suspension type Strut
Toe-in mm (in) 3 ± 3 (0.12 ± 0.12)
Front wheel alignment Camber angle 0 ° 17’ ± 45'

Caster angle 1° 13’ ± 4 5 ’
Kingpin angle 12° 47’
Maximum front Inner 3 6° 00’ ± 2°, 34° 00’ ± 2 0 * 1
steering angle Outer 3 1° 00’ ± 2°, 29° 0 0 ’ ± 2 0 * 1
Type Torsion bar
Stabilizer
Diameter mm (in) 20.0 (0.79)
Standard Suspension Oil type
Shock absorbers
Auto Adjust Suspension Low-pressure gas-sealed type
Identification color Pink Brown Purple Gray Blue Red
12.9 13.1 13.3 13.6 13.7 14.2
Wire diameter mm (in)
(0.51) (0.52) (0.53) (0.54) (0.54) (0.56)
Coil springs*2 Coil inner diameter mm (in) 147.5 (5.8)
370 372 365 350 358 340
Free length mm (in)
(14.6) (14.6) (14.4) (13.8) (14.1) (13.4)
Coil number 5.42 5.53 5.46 5.34 5.45 5.28
* : Only for F2 Turbo engine with EC—AT
Rear Suspension
Item Specification
Suspension type Strut
Toe-in 2WS 0 ± 3 (0 ± 0.12)
mm (in) 4WS 3 ± 3 (0.12 ± 0.12)
Rear wheel alignment Camber 2WS - 0 ° 30’ ± 45’

angle 4WS 0° ± 45’
Maximum rear Inner 5° 0 0 ’ ± 4 5 ’
steering angle (4WS) Outer 5° 0 0 ’ ± 4 5 ’
Type Torsion bar
Stabilizer
Diameter mm (in) 16 (0.63)
Standard Suspension Oil type
Shock absorbers
Auto Adjust Suspension Low-pressure gas-sealed type
Identification color White Yellow Brown Blue Green Red Pink
11.7 11.8 11.9 12.1 12.2 12.4 12.6
Wire diameter mm (in)
(0.46) (0.46) (0.47) (0.48) (0.48) (0.49) (0.50)
Coil springs*2 Coil inner diameter mm (in) 127.5 (5.0)
306 314 323 327 332 336 340
Free length mm (in)
(12.0) (12.4) (12.7) (12.9) (13.1) (13.2) (13.4)
Coil number 5.58 5.72 5.87 6.03 6.04 6.21 6.36
*2 Refer to the Workshop Manual for coil spring applications. 86U13X-503

IMPROVEMENT OF FRONT SUSPENSION
1. Shock absorber 2. Needle bearing
3, A - arm 4. Fluid-enclosed bushing
^ 86U13X-504
1. The sh o ck a b s o rb e r shaft diam e ter is increased from 20 mm (0.80 in) to 22 m m (0.87 in); thus, in
creasing the shock a b s o rb e r’s heat dissipation capabilities and im proving the shaft seal’s service life.
2. To m ake the steering effort lighter, the strut bearing is c h a n g e d from a plastic typ e to a needle be a r
ing type.
3. A -arm s are used. (Refer to pag e 13— 6,)
4. Fluid-enclosed b u sh in g s are used. (Refer to page 13— 7.)
5. Coil s p rin gs are m atche d to vehicles. (Refer to p a g e 13— 5.)
13—4
IMPROVEMENT OF REAR SUSPENSION
creasing the shock a b so rb e r's heat dissipation capabilities and im proving the shaft seal’s service life.
2. Coil s p rin g s are m atch ed to vehicles.
To realize superior m aneuverability and sm ooth, com fortable driving, front and rear coil springs which
m atch the pa rticular veh icle as closely as possible e.g., with A/C or w ithout A/C, are used.
The coil s pring s can be identified fo r their particular usage th ro u g h the co lo re d marks.
3. A sym m etrical ru b b e r bu shing s are used (except 4WS). (Refer to p a g e 13— 8.)
4. In o rd e r to increase the toe-angle adjustm ent range, the m ethod of adjustm ent is c h a n g e d from
a cam to an adju sta b le link.
13—5
FRONT SUSPENSION
A-ARM
A. Previous modei New model
B. Suspension movement
Knuckle arm
Tie-rod
86U13X-506
W hen the veh icle is traveling at high speed, the suspension parts m ove as indicated in figure B, result
ing in vib ra tion of the vehicle.' To pre ven t this m ovem ent as m uch as possible, the distance c betw een
the A -a rm ’s axis of rotation b and the tie-rod*and ra c k ’s co n n e ctio n point a m ust be m ade as small
as possible.
To m ake this distance c sm aller, the pre vious suspension is ch a n g e d to the present type.
13—6
FLUID-ENCLOSED BUSHING
86U13X-507
A fluid-en close d ru b b e r b ushing with superior sho ck a b so rb in g effect is used for the rear of the A-arm
m ount to preve nt vehicle and steering wheel vibrations.
REAR SUSPENSION
REAR LATERAL LINK RUBBER BUSHINGS (2-WHEEL STEERING)
New Model
86U13X-509
The rear lateral link ru b b e r b ushin g s are c h a n g e d to asym m etrical ru b b e r bushings; thus, vehicle sta
bility at high speed is im prove d. If a lateral fp rce is transm itted from the outside to the inside w hen
co rn e rin g , b ushing A m oves freely to w a rd the inside. B ecause b ushing B m oves only a little tow ard
the inside, toe-in results.
If a lateral fo rce is tran sm itte d from the inside to the outside w hen co rn e rin g , bushing A m oves slightly
to w a rd the outside and b u sh in g B m oves further to w a rd the outside. Thus, toe-in again results.
13—8
ADVANTAGE OF ASYMMETRICAL RUBBER BUSHING (2-WHEEL STEERING)
Previous model New model
86U13X-510
Previous Model
A right lane c h a n g e p ro d u c e s toe-in of the left rear tire and toe-out on the right rear tire.
New model
A right lane change produces toe-in of the left rear tire, and also produces slight toe-in of the right rear tire.
W hen co rn e rin g or c h a n g in g lanes, outside tires receive m ost of the co rn e rin g force. For this reason,
the slight toe-in on the inside tires is not a problem .
W hat is m ore likely to be a p ro blem is the fact that rather than toe-in, toe-out is p ro d u c e d just before
co m in g out of the turn or lane change.
The asym m etrical ru b b e r b u sh in g s are used on the new m odel to limit this m ovem ent.
13—9
REAR SUSPENSION (4-WHEEL STEERING)
2WS model
4WS mode!
86U13X-511
Based on the standard suspension, a slightly m odified version is used for 4-wheel steering (4WS) models.
13— 10
WHEELS AND TIRES
OUTLINE ................ 12 — 2
SPEC IFIC ATIO N S 12 — 2
W H E E L S ................ 12 — 2
86U12X-501
OUTLINE
The design of the w heels is c h a n g e d from a 4-lug to a 5-lug design.
S P E C IF IC A T IO N S
Wheel Tire
Diameter of
Model Material Offset Size Size Tire pressure
pitch circle
216 kPa
P195/60HR15 Front
Aluminum 42 mm 114.3 mm (2.2 kg/cm2, 32 psi)
Turbo 6JJ x 15
alloy (1.65 in) (4.5 in) 177 kPa
P195/60R15 87H Rear
(1.8 kg/cm2, 26 psi)
5 1/2JJ x 14 P185/170R14 216 kPa
Front
Steel or P195/60HR15 (2.2 kg/cm2, 32 psi)
42 mm 114.3 mm
Non-Turbo aluminum
(1.65 in) (4.5 in) 6JJ x 15 177 kPa
alloy P195/60R15 87H Rear
(1.8 kg/cm2, 26 psi)
Temporary spare tire

Turbo 53 mm 114.3 mm 412 kPa
Steel 4J x 15 T125/70D15
Non-Turbo (2.09 in) (4.5 in) (4.2 kg/cm2, 60 psi)
86U12X-502
W HEELS
The w heels are a five-lug design. T here are tw o standard w heel sizes: 14 in and 15 in.
The specifie d w heel lug tig h te n in g to rq u e is 88 to 118 N m (3 .0 to 1 2 .0 m -k g , 65 to 8 7 ft-lb ).
12—2

1988 US Training Manual - OCR

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AUTOMATIC TRANSAXLE

D range shift pattern: 1st <-> 2nd 3 rd (lock-up) +-> OD (lock-up)

5. A " H O L D ” m od e is a d d e d to the p revious “ E C O N O M Y ” and “ PO W ER ” m odes.

D ra n g e ..... (2nd <->) 3rd

Model 1988 626

Torque converter stall torque ratio 1.600— 1.800 : 1 1 .7 0 0 -1 .9 0 0 : 1 1 .9 0 0 -2 .1 0 0 : 1

Gear ratio Third 1.000

Fourth (OD) 0.700

Final gear ratio 3.700

Forward clutch 4/4 3/3

Coasting clutch 2/2

Low and reverse brake 5/5 4/4 3/3

EC-AT control unit

2-4 brake band

Center line of differential lowered to reduce driveshaft

Transaxle case X Additional No.4 engine mount bolts

Torque converter X Efficiency improved from 78% to 83%

Oil pump X Oil pump body shape changed

One-way clutch 2 X Outside diameter enlarged for increased strength

Carrier hub assembly X Shape changed for weight reduction

Output shell X Size enlarged for increased strength

Turbine shaft X Shaft diameter reduced for weight reduction

Oil pump shaft A Shape changed due to changed transaxle case

Spring specification, valve shape, and oil pressure pas­

Differential assembly X Gear width increased for increased strength

Shaft diameter and gear width increased with change of

Accumulator changed to two-piece type and body

7 1st (Di) 2.800 — — — — —

4th (OD) 0.700 O o — — —

1st (Si, 21) 2.880 — — — — — —

s (2 ) 2nd (S2, 22) 1.540

3rd (S3, 23) 1.000 — o — —

1st (L i, 11) 2.800 — — o — o

2nd (L2 , 12) 1.540 — o — —

gg Will not shift unless selector button depressed,

Below approx. 18 km/h (11 mph) ON

Below approx. 40 km/h (25 mph)

D 3rd Lock-up OFF ON

L Below approx. 110 km/h (68 mph) ON ON

D Below approx. 40 km/h (25 mph)

HOLD S Below approx. 40 km/h (25 mph)

L Below approx. 110 km/h (68 mph) ON ON

2-4 brake band

2-4 brake band

Line pressure Line pressure

Line pressure Line pressure

2-4 brake band

3-4 clutch pressure

Line pressure Line pressure

2-4 brake band

2-4 brake band

1-2 accum ulator

OFF (Not illuminated)

Component Conditions for judgem ent of malfunction

3. 1-2, 2-3 or 3-4 solenoid valve (all for shifting)

4. L o ck-up solenoid valve

Malfunction Code number Code pattern

Vehicle speed sensor

inrm n"I nun-

minal for approximately 5 seconds.

An air-cooled oil co o le r is a d d e d to the p re vio u s w ater-cooled oil co o le r to further re d u ce the te m p e ra ­

Throttle valve Forward clutch Torque converter pressure S3

ro [2-3 Tim ingf

Spring specification, valve shape, and oil pressure pas

An air-cooled oil co o le r is a d d e d to the p re vio u s w ater-cooled oil co o le r to further re d u ce the te m p e ra