4G69 MIVEC

Shenyang Aerospace Mitsubishi Motors

Engine Manufacturing Co., Ltd

Han Feng

024 － 24303030 － 3673

feng.han@same.com.cn

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4G69 MIVEC

MITSUBISHI
Technical Points for 4G69 MIVEC Engine

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4G69 MIVEC Contents

Item Content

01 Structural features of the engine

02 Modifications and features of mechanical part

03 MIVEC mechanism

04 Modifications and features of electrical control part

05 Ignition system

06 Emission system

07 Lubricating system, cooling system

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4G69 MIVEC

Structural Features of the

Engine

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4G69 MIVEC

Comparison of main parameters

Item 4G69 (MIVEC) 4G64
Displacement ml 2378 2351
Inner diameter x stroke mm 87.0 x 100.0 86.5 x 100.0
Compression ratio 9.5 9.0
Valve SOHC 4 valves SOHC 4 valves
Valve size mm 34 / 30.5 diameter 33 / 29 diameter
Valve clearance mm Maintenance free
0.20/0.30mm (warm- (Automatic adjustment)
up)
Intake control ETV ISC
Fuel Lead free Lead free
Fuel supply ECI MULTI ECI MULTI
Ignition coil Pen type X 4 Plug-in type X 2
Maximum power kW/rpm 120/5750 100/5000
Maximum torque Nm/rpm 220/4000 205/2500

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4G69 MIVEC
Performance
comparison

Power
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4G69 MIVEC Engine appearance

For compliance with collision performance, the

positions of the generator and the power steering
pump are exchanged and the clearance between
the generator and the steering gear is increased. Generator

Top surface

Right Front Left 6

4G69 MIVEC Main modifications compared with 4G64 (1/2)
Newly designed
spare parts
DC motor type electronic throttle

Aluminum intake manifold

to increase the surface
roughness of inner cavity

Independent pen type ignition coil

for each cylinder

Harness of the crankshaft

angle sensor is installed in
timing belt cover

Die-cast aluminum
type rocker arm cover

Highly efficient
water pump

Double circular-tube type

exhaust manifold with
catalytic converter is
Spiral drive system for adopted
auxiliary devices, complete
with automatic tensioner Highly efficient
generator
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4G69 MIVEC Main modification compared with 4G64 (2/2)
Newly designed spare
parts
Power valve system
Miniaturized light-weight 12-hole
SOHC MIVEC mechanism added
particulate fuel injector
Valve diameter increased
Valve spring load decreased

Fuel rail of metal plate

Cylinder head
Miniaturized air cooling stepper motor-
controlled EGR valve Intake hole enlarged
Exhaust hole eccentricity increased
Coolant flow direction modified

Piston diameter increased

Molybdenum coating added
Cylinder body
Light-weight type
Cylinder bore increased
Piston ring tension decreased
Coolant flow direction modified
Water jacket miniaturized
Oil separation improved

Light-weight
connecting rod

New-generation starter
Light-weight countershaft

Acoustic panel increased

Light-weight crankshaft
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4G69 MIVEC

Modifications of Engine
Mechanical Part

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4G69 MIVEC

PCV Rocker arm cover

Oil cap Air vent connector

• The design of using cast aluminum material is for reducing noises.

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4G69 MIVEC

Cylinder head

• The diameters of intake and exhaust valves are increased for optimum modification.
• The position of oil dropping and seepage hole is altered to reduce oil intake volume.

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4G69 MIVEC

Parameters Table

4G69-S4 MIVEC 4G64-S4 MPI

Valve seat IN Φ35 Φ34

outer
diameter EX Φ33 Φ31.5

IN Φ29.5 Φ28
Throat
S4 diameter EX Φ26.5 Φ25
MIVEC
Valve IN Φ34 Φ33
MIVEC
outer
S4 EX Φ30.5 Φ29
diameter
1510.24mm2 1085.57mm2
Inlet (Φ43.85 (Φ37.18
area correspondingly) correspondingly)

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4G69 MIVEC

Valve and valve spring

Spring upper seat 4G69 4G64
Color for
identification MIVEC SOHC4

Intake 34 33
Valve diameter (mm)
Valve spring valve
Valve oil Exhaust
seal 30 ． 5 29
valve

Valve guide Valve spring load Intake 235/53 267/71

Spring (Load set / valve valve 9 8
bottom open wide) N Exhaust 226/47 267/71
seat
valve 0 8

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4G69 MIVEC

● 4 valves are adopted, the advantage of which is to enlarge inlet and exhaust passages area and
decrease valve movement inertia.

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4G69 MIVEC

● The intake valve is larger than exhaust valve – for sufficient air intake.
● The spark plug is fixed at the centre of the combustion chamber in order to deliver flames to
each corner almost at the same time.

Exhaust gas

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4G69 MIVEC

Cylinder body (1/4)

Φ87(+0.5) Height Φ86.5
decreased
(-6mm)

235
229

Depth
decreased
120(+27)

(+27mm)

93

Connecting holes
added (2 #, 4 # shaft
diameters)

New type (4G69) Present type (4G64)

・ The cylinder body height is decreased to reduce weight (same as 4G63).

・ The water jacket depth is decreased to accelerate preheating and reduce oil consumption.
・ The connecting hole is added in the baffle plate on the cylinder bore between 1#, 2# and 3#, 4# cylinders to eliminate the p
ressure pulsation in the crankcase caused by the up-and-down movement of piston and reduce friction.
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4G69 MIVEC

Cylinder body (2/4)

Engine oil Engine oil
Blow-by gas passage

countershaft

Connecting rod Intervention

trace Downward Intervention
movement

Crankshaft trace

• The position of engine oil drain hole and the shape of oil duct have been modified.
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4G69 MIVEC

Cylinder body (3/4)

R-shape at the inlet
Water inlet shape modified

End face from A to A

• The shape of the inlet for coolant from water pump has been modified.

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4G69 MIVEC

Cylinder body (4/4)

Shape modified

4G69 4G64

• The shape of the cylinder body coolant port is enlarged to reduce the casting residuals left in
the water jacket and ensure the deformation of the cylinder hole is the same as the present
type.
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4G69 MIVEC
● Oil duct features—1. Combination type oil duct (the half oil duct cast in the front end of the cylinder body is combin
ed with the other half in the front end cover plate to form a complete oil duct as the picture shows below:

Main oil duct

Transversal oil duct

From filter to main oil
duct

Transversal oil duct

From oil pump to filter

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4G69 MIVEC

Oil duct in the front end cover

From the first main bearing hole to lower Main oil duct
countershaft
Upper countershaft
hole

Oil pump drain port

Transversal oil duct

From filter to main
oil duct
Lower
countershaft
hole

Transversal oil duct Inlet and drain ports

From oil pump to filter of filter

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4G69 MIVEC Engine body mark

1. Model and No. ：

4G69S4M
★SAA××××★

2. Matching numbers for main bearing hole and cylinder hole

Cylinders from left to right in order: 1#, 2#, 3#, 4#

1
Marks for main

1
1
1 Ⅱ
2 Ⅱ
bearing hole

Ⅲ
Front Rear

Cylinder inner
diameter
Size mark

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4G69 MIVEC
Balance block shapes comparison (Example: NO.1 arm)

Crankshaft Shoulder thickness

eliminated

4G69 4G64

4G69 MIVEC 4G64 SOHC4

Crankshaft (kg) 14.9 15.8

• The balance weight shape is modified to reduce crankshaft weight.

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4G69 MIVEC

Positions and meanings of marks for crankshaft main shaft

diameter and connecting rod diameter of 4G69 engine
No.2 main shaft diameter No.6 balance block

No.1 main shaft

No.3 main shaft diameter
diameter

No.4 main shaft No.5 main shaft diameter

diameter

Mark for main shaft diameter

No.1 connecting No.2 connecting rod diameter

rod diameter

No.3 connecting No.4 connecting rod diameter

rod diameter
No.2 connecting Mark for connecting rod diameter
rod diameter

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4G69 MIVEC Options for crankshaft bearings

Main shaft
No.1, 2, No.3 jo
Crankshaft main shaft hole of
4, 5 urnal be
diameter cylinder
journal aring
body
bearings
Identifi Identific Identification Identification
Group cation Size mm ation mark mark
mark mark Identification mark

56.994
I 0 – 1 2 1

57.000
Matching formula for bearing shell
2 3 2
Bearing shell No.= marking no. for
0 2 1
56.98 crankshaft main shaft
II 1 8 1 3 2 diameter + marking no.
– 2 4 3 for main shaft hole of
cylinder body + 1
56.99 0 3 2
56.982
4
– 1 4 3 No.3 bearing shell No.= marking no. for
III 2 crankshaft main shaft
56.988 2 5 4
diameter + marking no.
for main shaft hole of
cylinder body 25
4G69 MIVEC

30.4
Connecting rod 31.2

17.2
15.1 Small end outer
diameter reduced
17.0 18.4

Connecting rod size

reduced

4G69 4G64

・ The sizes of the small end and connecting rod have been modified to realize light w
eight [623g/piece to 530 (-93)g/piece].

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4G69 MIVEC

Options for connecting rod bearings

Outer diameter of crank pin (connecting rod diameter) Connecting rod bearing

Identification Identification
Group Size mm Thickness mm
mark mark

44.995 -
I I 1 1.487 ～ 1.491
45.000

44.985 -
II II 2 1.491 ～ 1.495
44.995

III 44.980 -
III 3 1.495 ～ 1.499
44.985

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4G69 MIVEC

Piston
Piston eccentricity
decreased

Piston top land

decreased

Compression
Molybdenum height decreased
coated

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4G69 MIVEC

Options for piston

Group Mark for cylinder hole size Mark for piston size

1 I A

2 II No mark

3 III C

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4G69 MIVEC

Compression
ring

Upper
blade ring

Lower Bushing ring

compression
ring

Combined oil ring

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4G69 MIVEC

Rectangular ring

Torsional piston ring

Torsion principle

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4G69 MIVEC

● Why the groovings of two rings are different

with the second ring thicker and wider? It i
s purposely designed to make same wears
of two rings as the following picture shows:
Piston
• Seen from the picture, the pressures of the ring
blow-by gas on the ring backs are different,
so if the rings are of the same elasticity
with different pressures on the first sealing
surface of each ring, the wear of each ring Pisto
will be also different with the first ring worn n
faster than the second one. Therefore, to
make same wears of two rings, the
grooving of the second ring is grooved
outside to decrease the pressed area, and Pressure on piston ring
back
the ring thickness is increased for larger
elasticity to make the pressure on each
ring alike.

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4G69 MIVEC

● The oil ring is combined oil ring (2 Upper blade ring

blade rings combined with 1 bus

hing ring, the blade rings made
of stainless steel and the bushin Main ring
g ring made of pressed spring le
af):

Lower blade ring

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4G69 MIVEC Countershaft

Right countershaft

Left countershaft

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4G69 MIVEC

Oil duct Balance weight of countershaft removed

4G69 MIVEC 4G64 SOHC4

Countershaft (kg) 1.28/1.06(R/L) 1.55/1.30(R/L)

• Same as the weight-reduced piston and connecting rod, the unbalanced weight of
the countershaft is modified to reduce weight.

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4G69 MIVEC

Key points for installation

Above 60mm
• Align all timing marks

• Remove the plug on the cylinder body and insert a

cross screwdriver (diameter: 8mm) through the plug
hole. If the screwdriver can be inserted into a depth
Countershaft above 60mm, timing marks are aligned.

• If it can only be inserted into 20 to 25mm, rotate the oil

pump pulley one turn, and realign timing marks to
check and ensure it can be inserted above 60mm.
Keep the insertion immobile until the timing belt is
installed.

Balance shaft

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4G69 MIVEC

Timing belt
Camshaft pulley

A toothed belt

A belt tensioner pulley

Idler pulley

Automatic
tensioner

A belt pulley of crankshaft Oil pump pulley

B belt pulley of crankshaft

The decreased width is designed to reduce friction of the timing belt. 37

4G69 MIVEC Timing mark

Mark on camshaft pulley Notch mark on valve cover

Notch mark on the side

of front end cover

Mark on front end

cover
Mark on upper
countershaft pulley

Notch mark on stopper disc

Mark on oil pump pulley
Mark on camshaft
timing pulley

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4G69 MIVEC

Timing cover
Directly connected
with connector

Harness

Harness
Harness
Crankshaft angle clip
sensor

Crankshaft angle
sensor

Outer cover of
timing pulley

Oil pump shell

End face from A to
A

Harness for angle sensor for one-piece crankshaft and outer cover for timing pulley 39
4G69 MIVEC

Picture

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4G69 MIVEC

Crankshaft pulley
Aluminum wheel
hub

4G69 4G64
MIVEC SOHC4
Out diameter of the pulley (mm) Diameter 16 Diameter 15
4 0
Weight (kg)
1．8 2．9

• The diameter of the drive pulley is increased.

• The wheel hub of the pulley is made of aluminum.

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4G69 MIVEC

Intake manifold

Air intake port

Expanded shape of pipe mouth

• The design for the diameter and length can improve the torque in low, medium and high
speed operation. The optimum expanded shape and the improved rough face of the
pipe mouth can reduce the air flow resistance.

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4G69 MIVEC

Exhaust manifold
Exhaust pipes

Thinner flange

Catalytic converter
for double exhaust
manifolds (IICC)

• Double exhaust pipes are adopted and the thickness of flange plate is decreased.

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4G69 MIVEC

Oil pan

Oil grooves

Connecting
rod trace

Crankshaft
trace

Oil drain hole

• Zinc coated steel plate is adopted and the baffle plate is fixed at the bottom of bearing cap.

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4G69 MIVEC

MIVEC

I. What is MIVEC?
MIVEC is the abbreviation for Mitsubishi Innovative
Valve timing & lift Electronic Control system.

-------------------------------------------------------------
-
Mitsubishi variable valve timing and lift electronic control system

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4G69 MIVEC

II. Operating Principle

• The valve lift will be different due to the switch of the high-
speed and low-speed cam when the ENG is rotating at
high/low speed, resulting in high torque at low rotation
speed and high power at high rotation speed.

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4G69 MIVEC

III. Switch Condition

Condition for engine switching from low speed cam to high speed cam.

Rotation
Engine model speed Other condition Power, torque
for switch

Water temperature 160PS/6000

4G69-S4-MIVEC 3500rpm
above 10℃ 22.5kgf·m/4000

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4G69 MIVEC
[Purpose of MIVEC]
MIVEC is a cam switch mechanism set on the SOHC four-valve engine that could create height difference between the two
intake valves at low speed, and increase the lifts of the two intake valves at high speed.
When the engine is under low speed working condition, it depends on the lift difference of the two intake valves to enhance
the mixed air flow in the cylinder for the purpose of a full combustion to reduce the displacement and the fuel consumption
and increase the torque;
When the engine is under high speed working condition, open the intake valve for a longer time and increase the lift to
bring the engine more intake and gain higher power output.

Fuel
Status Item Output consumptio Displacement
n (cold start)

Reduce the internal EGR ratio to stabilize the combustion. ○ ○ ○

Enhance the mixed gas flow in the cylinder to stabilize the
combustion. ○ ○
Low speed
Low lift to reduce the friction loss. ○

Reduce the sweep air volume to increase the volumetric

efficiency. ○

Use the exhaust impulse to increase the volumetric efficiency. ○

High speed
Use the high intake lift to increase the volumetric efficiency.
○

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4G69 MIVEC
Valve mechanism
Compare to the current 4G64 S4 MPI engine:
・ A cam switch device is added on the intake rocker ar
m.
・ Diameters and performances of the intake and exh
aust valves increase.
・ The springs of the intake and exhaust valves are not
interchangeable; the friction is reduced (spring load is d
ecreased).
4G69 MIVEC 4G64-S4

Valve angle (deg) In ① 26 ←

Ex ② 22 ←
Valve clearance In ③ 41 ←
(mm) Ex ④ 38 ←
Valve outer In ⑤ φ34 φ33
diameter (mm)
Ex ⑥ φ30.5 φ29
Rocker arm shaft In ⑦ φ22 φ20
outer diameter
(mm) Ex ⑧ φ20 ←
Valve spring In ⑨ 235/540 267/718
load P1/P2(N) Ex ⑩ 226/469 267/718
Basic section view of valve
mechanism
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4G69 MIVEC

MIVEC － camshaft
High lift cam (intake) Middle lift cam (intake)

Low lift cam (intake)

Exhaust cam

Exhaust Middle lift (9 mm) Low lift (3 mm) High lift (10mm)

Small overlap Big overlap

Low speed mode High speed mode

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4G69 MIVEC

Photo of camshaft

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4G69 MIVEC

MIVEC － valve timing

Intake valve timing

Low speed mode Low speed mode Low speed mode

(high lift)
(low lift) (middle lift)
Exhaust valve timing (fixed)
EO:58° BBDC EC:18° ATDC

Intake 251°, exhaust 248°/4G64

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4G69 MIVEC

MIVEC － structure

Exhaust side
Ａ Low speed
working condition Idle
Exhaust rocker arm Bracket
T-bar arm

Exhaust rocker arm shaft Arm spring

Exhaust lift cam Bracket

Lubricating oil

Intake middle lift cam Piston switch

Intake low lift cam

Intake high lift cam Contact
High speed
Switch oil pressure working condition
T-bar for high lift cam (lubricating oil)

Switch piston Intake rocker arm shaft

プラグ
Spring T-bar arm

Rocker arm for middle lift cam Rocker arm for low lift cam
Intake
side Ａ
A-A
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4G69 MIVEC

Photo of intake rocker arm

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4G69 MIVEC MIVEC mechanism
Exhaust side rocker arm T-bar (high speed) Intake rocker arm A (low lift)

Exhaust side

Return spring Intake rocker arm B

(middle lift)
Accumulator component

Intake side

Oil control valve component

Oil filter

Action system diagram

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4G69 MIVEC

MIVEC － low speed working condition

Idle

Working driven by the low lift cam

Working driven by the middle lift cam

• When the oil pressure control valve is closed and the switch oil pressure in the intake rocker arm is
lower than a certain value, the switch piston does not work, both arms of the high speed rocker arm T-
bar and the two intake rocker arms are not locked up, and the intake valves work driven by the low and
middle lift cam respectively. 56
4G69 MIVEC

Low speed working condition

Oil control valve

Oil pressure switch

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4G69 MIVEC

MIVEC － high speed working condition

Oil pressure control valve Working driven by

opens the high lift cam
Action of switch oil
pressure

When the oil pressure control valve is open and the switch oil pressure in the intake rocker arm is
higher than a certain value, the switch piston will be lifted, both arms of the high speed rocker arm T-
bar and the two intake rocker arms are locked up, and the two intake valves work driven by the high lift
cam.
4G69 MIVEC

High speed working condition

Oil control valve

Oil pressure switch

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4G69 MIVEC

MIVEC － action
Engine switches between the high speed and low speed cams at the speed of 3500 rpm.
To guarantee the instant oil pressure and to avoid failure, an accumulator is applied.
Accumulator Switch piston ３５００ｒｐｍ

Low speed status High speed status

240

220

Torque ( Ｎ・ｍ )
Lubricate 200
Switch
180

160

140
0 1000 2000 3000 4000 5000 6000 7000 8000

Engine speed ( ｒｐｍ )

Oil pressure Oil pressure control valve filter
control valve Oil duct

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4G69 MIVEC

OCV—oil pressure control valve

Control the oil flow direction by switching between ON/OFF while MIVEC is working.

OCV

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4G69 MIVEC

OCV working curve

5V

△ OCV achieves the switch between ON/OFF, interval open and close through the p
ulse of the electromagnetic switch to make sure the far end of the rocker arm is full
y lubricated, and the oil pressure is sufficient.

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4G69 MIVEC

Positive duty cycle

Negative duty cycle

1 cycle
Voltage

(32 cycles)
Duty cycle (Positive)

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4G69 MIVEC

OCV working principle

Oil pressure control Oil pressure control
From rocker arm valve open To rocker arm
valve closed
DUTY 0% DUTY 100%

To oil pan From cylinder body

From rocker arm

To rocker arm

To oil pan
From cylinder body

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4G69 MIVEC

Oil pressure control valve

To cylinder oil To rocker arm

duct piston

Seal ring Compensation To oil pan

oil duct

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4G69 MIVEC
Accumulator
Balance the pressure in the oil duct, ease the rapid increase and decrease of the oil
pressure, and reduce the components damage caused by the instant oil pressure change
through the effect of the piston and spring.

Accumulator

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4G69 MIVEC

Photo of accumulator

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4G69 MIVEC

Accumulator structure diagram

Shell Pisto Sprin Clip

n g

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4G69 MIVEC

MIVEC key points of

installation:
Installation steps:

1. Install the rocker arm shaft on the workbench.

2. Install the intake rocker arm shaft first, and let the
rolling bearing on the rocker arm touch the cam.
Then install the exhaust rocker arm shaft and
place the piston rocker arm on the T-bar.

▲ No stagnation or intervention is allowed.

▲ Place the rocker arm shaft gently and make

sure it aligns with the slot of the camshaft
journal. If not, do not shake the rocker
arm assembly. Place the rocker arms A and B
between the spark plug guides properly
and clamp them tight.

3. Install the corresponding fastening screws, fasten

them from middle to both ends, then check them Locking torque:
again. M6: 13 ± 1 N.m
M8: 31 ± 3 N.m
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4G69 MIVEC
Key points for intake rocker arm installation

1. The side of the rocker arm shaft with oil hole faces
toward the back.
2. The left and right sides of rocker arms in the same
group are not interchangeable.
3. If one of the rocker arm component (3
pieces/cylinder) is damaged, all of them should be
changed. But they are interchangeable between
groups.
4. Check for completeness before installation.
(With or without piston), remember to lift the piston
before inserting the rocker arm shaft.
5. Do not damage the rocker arm piston when
installing T-bar.
Lift the T-bar slowly and let the front end of the T-
bar enter the piston working part.
6. No clearance is allowed among rocker arms A, B
and T-bar.
Otherwise, there will be intervention and the piston
won’t be able to move.
Install the oil duct filter screen and the oil duct
plug: (OCV filter)
Make sure the filter screen faces inward (the small
end comes in first), and install it to the bottom.

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4G69 MIVEC

Installation of O ring/engine oil control valve

▲ Never reuse an O ring.
Before installing the O ring, tangle the close oil duct
of the engine oil control valve with soft adhesive
bandage (sealing tape) to avoid damaging it.
If the O ring is damaged, it may cause oil leakage.

1. Apply a little engine oil on the O ring and install the

O ring on the engine oil control valve.
2. Connect the engine oil control valve to the cylinder
cover after cleaning the bandage remains around the
oil control valve slot.
3. Lock the engine oil control valve fixing bolts to the
specified torque.
Locking torque: 11 ± 1 N.m

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4G69 MIVEC

MIVEC key points for inspection:

Critical dimension: clearance value between high speed cam and T-bar.

Analysis:
1. Since the switch between high/low speed
depends on the contact of the T-bar with
the intake rocker arm piston, it is required
to keep a certain clearance between the T-
bar and the piston to guarantee normal
operations of the T-bar and the piston.
2. Because the clearance value between the
T-bar and the piston is unable to measure,
it is usually achieved by measuring the
clearance between the T-bar bearing and
the high speed cam of the camshaft.

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4G69 MIVEC

Adjustment and inspection of valve clearance

I. What is valve clearance:

Due to the expansion on heating and contraction on cooling feature of the

materials and the different thermal expansion coefficients of the ENG valve
mechanism components, in order to compensate the variations of
dimensions of the components, a certain clearance is designed at the joint of
the valve and the rocker arm, which is called the valve clearance.

The valve clearance can not be either too big or too small. If it is too big, it
may cause abnormal sound and low power; if it is too small, it may cause
valve looseness and air leakage.

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4G69 MIVEC

1. How to adjust the valve clearance:

Keep the feeler Feeler gauge

gauge parallel bended (wrong)

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4G69 MIVEC

塞尺保持平行
Keep the feeler gauge parallel 塞尺弯曲错误
Feeler gauge bended (wrong)

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4G69 MIVEC

2. How to confirm:

It is not allowed that the feeler gauge only

The feeler gauge passes through the
passes half way through the valve and the
valve and the rocker arm completely.
rocker arm.

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4G69 MIVEC

3. Temperature is very important to the valve clearance:

※Check the temperature before checking the valve clearance.

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4G69 MIVEC

II. SAME ENG valve clearance standard value:

Standard value (cold status)

C/H temperature
IN EX

9 ～ 15℃ 0.10±0.03 0.19±0.03

16 ～ 24℃ 0.11±0.03 0.20±0.03

25 ～ 31℃ 0.12±0.03 0.21±0.03

※ The requirement of the lower limit is stricter than the requirement of the upper limit. If the
valve clearance is too small, it may cause valve leakage or other bad effects, which is
severer than the effect of the valve clearance too big. As a result, it is better to make the
valve clearance big than small.

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4G69 MIVEC

Tightening feature for 4G69 MIVEC crankshaft bolt:

1. Angle method:

5kgf±0.2kgf+56~60°

2. Flex field tightening:

The elongation value of the crankshaft bolt can not be measured through
measuring the dimension variation of the bolts, which is different from the plastic
field fastening of the cylinder cover bolt, the connecting rod bolt, and the main
bearing cap bolt.

※ Weakness of the flex field fastening: unstable axial force because of the unstable friction force.

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4G69 MIVEC
Principle and requirement of the plastic field fastening
• Principle

Bolt axial force

Proportional limit Yield limit

Elastic limit Plastic limit

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4G69 MIVEC
3. Relationship between torque, angle, and axial force:

Big friction coefficient

Torque

MMC management value:

Small friction coefficient Axial force→10,000kgf

Angle→60°±2°

△ Angle corresponding to axial force:

Angle 58 °→9,900kgf ； 60°→10,500kgf

△ Limit value:
Proportional
field Axial force 11,000kgf→lower limit of bolt hardness
Plastic field
※ Keep the set value below 11,000 kgf to enhance
the insurance factor.
Axial force

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4. Control of the crankshaft bolt tightening speed:

Normal
Axial force
Too fast (abnormal)

SNAG point Angle

※ Through all the tightening stages, the tightening speed control at the
start (SNAG point) is the most important. If it is too fast, the friction
force will decrease and the torque will fluctuate fiercely, as a result, the
axial force will reduce.

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4G69 MIVEC

Bolt requirement for plastic tightening method:

■ It has to be flexible bolts;

■ High processing accuracy requirement (perpendicularity and diameter difference of beari

ng surface and bolt);

■ Thread must be rolled flat and smooth;

■ The support surface of the screw head must be enlarged.

▲ Key points for assembly

■ Apply a little oil to the thread and support surface.

■ Do not adjust reversely after tightening, otherwise you will have to tighten it again;

■ It is not allowed to use it again when the screw exceeds the length limit.

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Performance improvement items
Main measure Purpose Improvement
・ Make use of the MIVEC technique to increase the inta
SOHC 4-valve Increase intake efficiency ke efficiency of all field
MIVEC Increase combustion stability ・ Increase the combustion stability through the turbulen
1 ce which is produced by the middle/low lift intake valve
under low speed working condition

・ Improved the intake pipe through the MIVEC and chan

2 Increase the compression ratio(9.
0→9.5)
Increase the intake and exhaust v
alves diameters
3 (Intake: φ33→φ34)
(Exhaust: φ29→φ30.5)
4 Improve the exhaust pipe on the
cylinder cover
Increase combustion efficiency
Increase intake and exhaust
efficiencies
Increase intake and exhaust
efficiencies
ged the compression ratio to increase the combustion
efficiency
・ Change the valve shape to improve the performance u
nder high speed working condition
・ Change the valve shape to improve the performance un
der high speed working condition
・The round exhaust pipe reduces the volume of the exhau
st pipe and lets the catalyst burn rapidly

5 Increase intake efficiency ・ Optimize the low/middle speed field valve timing throug
Optimize the valve timing
h the MIVEC technique to increase the intake efficiency

Increase intake efficiency at ・ Increase the dynamic performance of the low/middle fie
Apply intake manifold with long ld through the intake inertia of the long intake pipe
6 high/middle/low speed
intake pipe ・ Increase the high speed performance by smoothing the
intake pipe surface and reducing the air flow resistance

Increase exhaust efficiency at ・ Increase the low/middle speed performance and decrea
Apply dual exhaust manifold se the exhaust loss of the adjacent cylinder by adopting
7 high/middle/low speed the dual-outlet exhaust manifold
4G69 MIVEC

Oil circuit diagram

Lubrication system
Main oil Oil duct of cylinder
duct body and cover

Accumulator
Safety valve

First main bearing

Crankshaft
Filter
bearing
Intake rocker Exhaust rocker
arm shaft arm shaft
Pressure limiting valve

Connecting rod Upper countershaft Intake rocker

bearing arm
Oil pump

Oil pump
Camshaft
Exhaust
Lower countershaft rocker arm

Suction filter Cylinder wall and

piston

Oil pool

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4G69 MIVEC

● Oil pump — applies external gear oil pump, rotor pump and internal gear pump

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4G69 MIVEC
●Marks on oil pump gears

Oil pump driven gear

Marks on drive/driven
gear

Oil pump drive gear

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4G69 MIVEC

●Feature:
• ▲Stable oil supply – compare to the common rotor pump currently used, the external gear
pump has a better oil pump efficiency. And the oil supply efficiency increases proportionally
as the rotation speed increases, which meets the huge oil consumption demands; while the
oil pump efficiency of a rotor pump increases with the rotation speed at low speed, but
decreases when reaching the middle speed (as shown in the figure). The oil supply is
insufficient under large load. It is required to take account of large load when designing a
rotor pump but the power suffers loss at low load.
Efficiency

External gear pump

Rotor pump

Rotation speed

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4G69 MIVEC
▲High oil pumping amount, small drive resistance, and low power loss at large load;

Efficiency
External gear pump

Rotor pump

Rotation speed

▲Loud noise and high cost

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● Oil filter seat and pressure limiting valve – pressure limiting valve is of plun
ger spring type

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4G69 MIVEC
● Oil filter – paper full flow type

Normal

Filter core blocked 91

4G69 MIVEC

Cooling system

Item Feature

Cooling method Water cooling with pressure circulation of electric fan

Type Centrifugal impeller

Water
Pump
Drive Engine drive belt

Type Wax pill with vibration valve

Thermostat
Start
Temperature 82 ± 1.5 °C

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4G69 MIVEC

● Water pump – centrifugal impeller

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● Thermostat ― wax expansion type; inlet water temperature control; arranged at the water inlet of the engine
Feature: △High control accuracy, stable start, and long service life
△Start at the control temperature of 82℃, full operation at the temperature of 95℃;
△Outlet water control starts at the temperature of 88 ℃, full operation at the temperatur
e of 100℃.
■ The nominal temperature of the engine coolant outlet can be up to 118℃, and 125℃ at idle speed after large l
oad.

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4G69 MIVEC
● Steam valve and vacuum valve

Water tank cover Steam valve

Water return
pipe Vacuum valve

Small circulation water passage

Radiator

Air heater
Thermostat Water pump
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4G69 MIVEC

Radiator cover
Steam valve Air valve

Steam valve Air valve

Automatic valve
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4G69 MIVEC

Modifications of the
Electronic Part of Engine

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4G69 MIVEC
1. Oxygen sensors for
cylinders 1 and 4
2. Oxygen sensors for
cylinders 2 and 3
3. Camshaft position sensor
4. Water temperature sensor
5. Crankshaft angle sensor
6. Knock sensor
7. Throttle position sensor
(main)
8. Throttle position sensor
(auxiliary)
9. Intake temperature sensor
10. Air flow sensor
11. (Intake pressure sensor)
System diagram
Power supply voltage 1. Engine oil control Engine control relay
Ignition switch – IG valve Fuel pump relay
Ignition switch – IG 2. Throttle servo Air conditioner
Air conditioner switch system compressor relay
Air conditioner load Engine 3. Fuel injector Throttle servo relay
signal ECU 4. EGR solenoid valve Ignition coil
Air conditioner pressure Atmospheric 5. Purge control Fan controller
sensor pressure solenoid valve Malfunction warning lamp
Power steering gear sensor Control relay
switch Diagnosis signal
Generator FR end Generator G end
Accelerator position Tachometer
switch Oxygen sensors for
Accelerator position cylinders
sensor (main, auxiliary) 1, 4, 2 and 3
Speed sensor M/T
Manual gearshift lock
switch
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4G69 MIVEC
7 Throttle position sensor
(main)
8 Throttle position sensor (auxiliary)
2 Oxygen sensors
for cylinders 2 and 3 2 Throttle
servo system 9 Intake temperature
1 Oxygen sensors sensor
3 Camshaft 10 Air flow sensor
for cylinders 1 and
position sensor
4
1 Engine oil
control valve Air

Fuel pressure
adjuster
From fuel pump

To fuel tank 3 Fuel

injector Filter
4 EGR
solenoid
4 Water temperature valve
Catalytic sensor
converter
5 Crankshaft angle sensor 5 Purge control solenoid valve
6 Knock sensor

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4G69 MIVEC

Air flow sensor

Element
board

Thin Air temperature sensor

film

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1) Dimension diagram
4G69 MIVEC 4G64 SOHC4
Name μ AFS MUKAS
Sensing mode Thermal (mass flow rate) Karman eddy current
(volume flow rate)
Working current mA 60 280
Pressure loss Same Base
Weight g 60 450

Unit: mm

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4G69 MIVEC
2) Working principle
Channel A sensing
Silicone base Channel B sensing
Thin film
Sensing resistance
Air
Air
Karman eddy current
Sensing resistance
Diaphragm
Thin film
Silicone base Hole
Current (A)

Frequency
(Hz)
Mass flow rate (gm/s) Volume flow rate (L/s)

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4G69 MIVEC
Circuit diagram of air flow sensing Battery
system

Engine control
relay

To ECU

Air flow sensor

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4G69 MIVEC
Circuit diagram of air temperature sensing system

Intake temperature
sensor
(integrated with air flow
sensor)

Engine
ECU

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4G69 MIVEC

Hot film consists of resin thin film and platinum metal piece fixed on it. Replacing the hot wire
with the hot film improves the reliability and durability of the air flow meter. What’s more, the hot
film is free from the dust in the air.

Instead of using platinum wire as hot wire, the hot-film sensor adopts hot wire resistor and
compensating resistor that are made by thick-film technology. By doing so, the heating
elements on the same base will not have to bear directly the acting force generated by the air
flow, which enhances the strength of the heating element. Therefore, not only the air flow
meter’s reliability improves further, but also a better performance with less error is obtained.

Features: small in both volume and intake resistance, durable and high in cost

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4G69 MIVEC
Crankshaft angle sensor and camshaft position sensor
1) Sensing plate and sensing sleeve

Sensing plate of the crankshaft angle sensor Sensing sleeve of the camshaft position sensor

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4G69 MIVEC
Battery
Circuit diagram of crankshaft angle
sensing system

Engine control
relay

To engine ECU

Crankshaft
angle sensor

Engine
ECU

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4G69 MIVEC
Circuit diagram of sensing system for
cylinder 1 top dead center Battery

Engine control
relay

To engine ECU

Camshaft
position
sensor

Engine
ECU

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4G69 MIVEC

2) Wave shape of crankshaft angle sensor and camshaft position sensor

The engine rotates 2 circles (The camshaft rotates 1 circle)

Crankshaft angle sensor

Camshaft position sensor

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Structure figure of oxygen sensor

Heater
Insulato terminal Electrical signal terminal
r Through hole for
Fixing body atmosphere

Heater
Oxidizing inductor
Through hole
for exhaust gas

Exhaust gas Protection cover

Exhaust pipe

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Circuit diagram of oxygen sensing system

Oxygen sensors
for cylinders 1 and
4

From the engine

control relay

To the engine ECU

Engine ECU

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Circuit diagram of oxygen sensing system

Circuit of the oxygen sensors
for cylinders 2 and 3

Oxygen sensors
for cylinders 2and
3

From the engine

control relay To ECU

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Control Process
• When the actual air-fuel ratio is higher
than the ideal air-fuel ratio, the oxygen
content of the exhaust gas decreases,
and the sensor generates a relatively
Air-fuel strong electromotive force. ECU
ratio receives this signal and does the
calculations before sending a signal of
shortening the fuel injection time back
to the fuel injector to decrease the fuel
charge; when the actual air-fuel ratio is
Sensor lower than the ideal air-fuel ratio, the
signal (V) oxygen content of the exhaust gas
increases, and the sensor generates a
relatively weak electromotive force.
ECU receives this signal and does the
Increase calculations before sending a signal of
Fuel charge lengthening the fuel injection time back
to the fuel injector to increase the fuel
Decrease
charge to increase the air-fuel ratio
ultimately.

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Circuit diagram of cooling water temperature sensing system

Water
temperature
sensor

Engine ECU

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Photo of throttle

Throttle
Throttle position sensor

DC motor
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4G69 MIVEC
Throttle position sensor (non-contact Hall IC)

1) Position

Throttle body
Throttle
position
sensor

Throttle

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4G69 MIVEC
The output voltage of Hall IC changes with
2) Working principles the density variation of magnetic flux

Throttle shaft Electromagnet

Totally closed
Stator
Low voltage
Engine-ECU
Hall IC

Yoke Hall IC Fixed on the

motor cover Totally open

Output voltage (V)) Sub

High voltage
Magnetic flux direction

Main
Measured values:
The throttle closed: 0.3-0.7 V (main)
(Totally closed) (Totally open) 2.2-2.8 V (sub)
The throttle opening The throttle totally open: ≥ 4 V (main, sub)

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3) Check and measurement

Working inspection
1. Remove the intake hose from the throttle body.
2. Turn the ignition switch to the ON position.
3. Press down the accelerator pedal, and make
sure that the throttle valve can open and close
freely.
Electronic
throttle valve Check the coil resistance
1. Remove the connector of electronic throttle.
2. Measure the resistances of 1# terminal and 2#
terminal of throttle connector. Standard Value:
： 0.3-100Ω(at 20°C)
3. Replace the throttle body assembly if the resist
ances exceed the standard value.

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Circuit diagram of throttle position sensing system (main)

Electronic throttle

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Circuit diagram of throttle position sensing system (sub)

Electronic throttle

Engine ECU

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ETV (DC motor electronic throttle system)

1) Structure

DC motor

Spring

Throttle position sensor

Throttle gear TPS (electromagnet)

Middle gear
Throttle position sensor TPS
(non-contact)

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Circuit diagram of throttle servo system

Electronic throttle

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2) System diagram
Throttle control servo relay

Engine － ECU
Motor drive circuit

Throttle
control
unit ECU

Current detecting
circuit

Accelerator
(TPS) Throttle position
position sensor
sensor
(APS)
Throttle control
server

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4G69 MIVEC

3) Working diagram
Engine ECU

[Throttle opening
Current [Control value] Throttle angle target value] Engine
control control control

Open Accelerator position

[Output current in sensor (APS)
proportion to the
control value]
Throttle Throttle position
Accelerator
Throttle control server sensor (TPS)
pedal
(DC motor) Close

* Produce a rotation torque in proportion to the current

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4G69 MIVEC

4) Safety control during malfunction

If the throttle controller or ECU detects that the system is abnormal:
– The engine warning lamp will light up.
– Limit the throttle opening degree or supply the minimal fuel for driving to reduce the engine output.
Or the throttle control servo relay forcibly stops supplying the DC motor with electricity.

5) Malfunction modes of TPS

1. TPS (main) malfunction

• Control the throttle position by the signal of TPS (sub).
• Convey the stroke of accelerator pedal, and open to about half of the standard opening angle.
• Cut off the fuel automatically when the rotation speed of engine is over 3,000 r/min.

2. TPS (sub) malfunction

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4G69 MIVEC

6) Malfunction modes of APS

1. APS (main)
• Detect the stroke of accelerator pedal by the APS (sub);
• Open to about half of the standard opening angle.
• Cut off the fuel automatically when the rotation speed of engine is over 3,000 r/min.
2. APS (sub)

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7) Initialization program

It is required to carry out the initialization learning when replacing the throttle body
or the ECU of engine. It is not required when the battery wire is disconnected.)

Step-1: Turn the ignition switch to “ON”

Step-2: Turn the ignition switch to “OFF” one second later
Step-3: Wait at least 10 seconds

Attentions:

It will lead to unstable idling if the initialization learning is not carried out after
replacing the throttle body or the ECU of engine.

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4G69 MIVEC
8) Learning procedures of idling
A. Purpose

The unstable idling will occur due to the incompleteness of learning value in the MPI when replacing the
ECU or carrying out the initialization learning.

B. Procedures

1. Start the engine, and warm it to above 80℃.

2. The warming is not needed if the engine is always running.
3. Shut up the ignition switch.
4. Restart the engine after waiting more than 10 seconds.
5. The idling learning is over after the engine is running for 10 minutes at the idle speed.

The preconditions of idling learning:

☆ Gearbox: gear N
☆ All lamps, fans, air-conditioners and other loads are closed.
☆ The water temperature is over 80 ℃.
Attentions: Check the throttle for cleanness and carry out from step 1 if the engine
stops at the idle speed.

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4G69 MIVEC

Idling intake control

Intake
amount
Intake amount

Water ISC system

temperature
ETV system
adjustment SAS system
Throttle Throttle

Cooling water Cooling water

temperature ℃ temperature ℃
4G69 4G64

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Motion test (actuator test)

New items

No. Check item Driving condition Check condition Normal condition

Oil control valve From OFF to The sound of the motion

22 Engine: running of the solenoid valve can
(MIVEC) ON
be heard.

Engine: running The sound of the motion

(About 2,000r/min) of MIVEC can be heard.

Throttle control Stop the throttle The throttle is open slightly.

34 Ignition switch: ON
server control server

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4G69 MIVEC
Battery

Circuit diagram of fuel injector system

Engine
control relay

To ECU

1 ＃ fue 2 ＃ fuel 3 ＃ fuel 4 ＃ fuel

l nozzle nozzle nozzle nozzle

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4G69 MIVEC

Ignition System

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4G69 MIVEC
System diagram

Air flow sensor

Intake temperature sensor
Atmospheric pressure
sensor
Water temperature sensor
Camshaft position sensor
Crankshaft angle sensor 4 groups of
ignition coils
Knock sensor
Ignition signal
Engine-
ECU

Crankshaft angle sensor

Camshaft position sensor

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4G69 MIVEC

Knock sensing system circuit

diagram
Knock sensor

Engine ECU

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4G69 MIVEC

Ignition switch

Ignition coil 1 Ignition coil 2 Ignition coil 3 Ignition coil 4

Capacitor

Spark plug Spark plug Spark plug Spark plug

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4G69 MIVEC
Ignition coil and power crystal
Form: Pen-type coil
Light and handy ： 165g/unit

Unit

Secondary
coil
Casin Primary Center Secondary
g coil core voltage
Power
crystal

Insulator Spark plug sea

Main Outer t
Spring
connector core
56 199 Surge protection unit

86 Structure

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4G69 MIVEC
Spark Plug
Iridium alloy spark plug: high efficiency and long
service life

Iridium electrode

Unit

Meaning
L Long reach type
Z Projection type
Spark plug clearance: 0.7-0.8mm
F Thread size, reach/Hex. Size
(14mm,31.5mm/16mm) Limit value:1.2mm
R Resistor
6 Heat range
A Additional code
I Iridium center electrode
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4G69 MIVEC
Cooling fan control circuit diagram

Fan
control
Fan controller
circuit

Engine ECU

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4G69 MIVEC
Diagnosis connector circuit diagram

Engine ECU

Diagnosis
connector

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4G69 MIVEC

Emission Control

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4G69 MIVEC

Regulatory emission control standard

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4G69 MIVEC Regulations and effective technical strategies
• ECE-R15/04

Open loop fuel control + carburetor or single point injection

• ECE-R83/01

Open loop fuel control + single point injection + oxidized catalytic converter

• EC93 (Euro I)

Close loop fuel control + single point or multipoint injection + three-way catalytic converter

• EC96 (Euro II)

Close loop fuel control + multipoint injection + three-way catalytic converter

• EC2000 (Euro III) close loop fuel control

Close loop fuel control + sequential multipoint injection + (close coupling type) three-way catalytic converter + el
ectronic control exhaust gas recirculation valve (optional) + optimized evaporation emission control + (equipped
according to regulations) EOBD diagnosis system

• EC2005 (Euro IV)

Close loop fuel control + sequential multipoint injection (multipoint direct injection) + rapid ignition catalytic conv
erter + electronic control exhaust gas recirculation valve + evaporation emission control + EOBD diagnosis syst
em
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4G69 MIVEC

Features
System Features

Crankcase ventilation system Forced sealing type

Evaporative emissions control system Electronic control percentage signal

EGR system Step motor

Air-fuel ratio close loop control Dual oxygen sensor

Three-way catalytic accelerant converter

Exhaust purge

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4G69 MIVEC
Compared to the current 4G64 control system Emission control policy diagram

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4G69 MIVEC

Composition of exhaust gas

emission control system

• Positive crankcase ventilation system

• Evaporative exhaust gas system
• Exhaust gas emission control system

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4G69 MIVEC

Malfunction diagnosis
Malfunction phenomenon Causes for malfunction

Unable or hard to start engine Bad connection or wear-out of the vacuum pipe

Unclosed EGR valve (step motor)

Oil-gas clearance malfunctions of the evaporativ
e exhaust gas

Instable idling or engine failure Unclosed EGR valve (step motor)

Bad connection or wear-out of the vacuum pipe

Malfunctions of the positive crankcase ventilation
valve

Malfunctions of the oil-gas control system

Engine acceleration lagging or acceleration Malfunctions of the exhaust gas return system

High gasoline consumption Positive crankcase ventilation pipe blocked

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4G69 MIVEC

Positive crankcase ventilation system

General description
Air filter
Oil gas leakage from the crankcase
is avoided by positive crankcase
ventilation (PCV) system.
The fresh air is taken into in the
crankcase from the air filter and
mixes with the oil gas in the
crankcase via the vent hose. The oil
gas in the crankcase flows into the
intake manifold via PCV.

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4G69 MIVEC

PCV position

Positive crankcase ventilation valve

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Functions and usage

• The PCV is designed to properly adjust the oil gas flow by raising the plunger based
on the vacuum in the intake manifold.

• In other words, the adjusted oil gas flow is used to maintain the stability of the engine
when the engine is running with low load; the increased flow is used to improve the
ventilation performance when the engine is running with high load.

• Protect oil from deteriorating

• Avoid leakage at the crankshaft oil seal and crankcase pad

• Avoid air pollution from various kinds of evaporative oil gas

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4G69 MIVEC

Flow (L/min)

Vacuum degree

Vacuity mmHg Load rmp

PCV feature diagram Relations between the vacuum and

load in the intake pipe

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4G69 MIVEC

Check

Hold the PVC downwards, insert a slender

rod and slightly press it 5 to 10 mm down
toward the bottom of the PCV valve
Slender rod
spring.

PCV valve After releasing the rod, check whether the

rod is pushed back to its original position
by the PCV spring or not.

If the rod returns quickly to its original

Vacuum pole position, the PCV is normal.

Otherwise, clean or replace the PCV.

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4G69 MIVEC

Evaporative exhaust gas control system

• The gasoline vapor generated from the fuel tank is avoided leaking into the air by using the evaporati
ve exhaust gas system. It flows through the oil gas pipe/hose and is temperately stored in the active
carbon canister. When the vehicle runs, the gasoline vapor in the active carbon canister flows into th
e combustion chamber via the purge solenoid valve, the exhaust port and the intake manifold. When
the cooling temperature of the engine is low or the intake amount is small (for example, when the eng
ine is at the idle speed), the computer will set the purge solenoid valve in close condition and prevent
the evaporative oil gas from flowing into the intake manifold. In this way, when the engine runs under
low temperature or low load condition, the evaporative oil gas flow can be ensured and the emission
can be kept at a stable degree.

• The evaporative exhaust gas forced ventilation valve is placed in the active carbon canister and the at
mosphere to detect the leakage of evaporative oil gas.

• In normal condition, this solenoid valve is closed. It turns to ON when the OBD-II evaporative exhaust
gas leakage is detected and the air which flows into the active carbon canister is closed. When the pr
essure in the tank increases for reasons like fuel charging, the evaporative exhaust gas forced ventil
ation valve will release the air from the tank to the atmosphere via the active carbon canister. When t
he pressure in the tank is low, the evaporative exhaust gas forced ventilation valve and the air filter w
ill take air into the active carbon canister.

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System diagram

Fuel tank pressure difference sensor

Liquid separator
Fuel overflow
limiting valve
Active
Purge carbon
Computer solenoid canister
Atmospheric pressure sensor
valve ON
Fuel
Intake temperature sensor tank
Flow valve Fuel cut-off valve
Cooling temperature sensor
Relay
Evaporative exhaust gas forced ventilation valve
Air flow sensor
Evaporative exhaust gas
forced ventilation Air filter
solenoid valve OFF

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Purge control system circuit diagram Battery

Engine control
relay

To engine ECU

Purge control
solenoid valve

Engine ECU

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Inspection for purge solenoid valve

1. Remove the vacuum hose (black with red mark) from
the purge solenoid valve.
Note: Make marks when removing the vacuum hose
so that it can be connected to its original position.
2. Remove the harness connector.
3. Connect the manual vacuum pump to the pipe
connector of the purge solenoid valve.
4. Check the vacuum which is generated when the
voltage of the battery is directly sent to the purge
solenoid valve. Also check the tightness between the
battery and the purge solenoid valve when there is
no battery voltage.
Positive voltage of the battery Normal condition
Voltage supply leakage present Vacuum
No voltage supply maintenance Vacuum
5. Measure the resistance between the purge solenoid
valves.
Standard value: 22-26Ω

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Exhaust gas recirculation (EGR) system

The exhaust gas recirculation system (EGR) can reduce the emission of the
nitrogen oxides (NOX). When the combustion temperature of the air/fuel
mixture is high, a lot of NOX is generated in the combustion chamber. So,
this system recycles the exhaust gas which is exhausted from the exhaust
holes of the cylinder cover. The exhaust gas flows into the combustion
chamber via intake manifold to reduce the combustion temperature of the
air/fuel mixture. As a result, the NOX is reduced. The EGR flow can be
controlled by the EGR valve.

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Control process

• When the temperature of the cooling water in the engine is low, the engine is
idling or the throttle is fully open, the EGR valve (step motor) keeps closed
and there is no EGR.

• After the engine warms up the vehicle, the EGR valve (step motor) will be
opened by the power control module (PCM).

• The PCM detects the EGR system and indicates a malfunction by lighting up
the engine/malfunction indicator lamp.

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System diagram

EGR valve
Relay Air flow sensor

Water temperature sensor

Battery
Crankshaft position sensor

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4G69 MIVEC

EGR System
1) Structure Step motor

Return
spring
Intake
hole
Unit: mm
单位
Exhaust
hole

Step motor EGR valve Step motor and EGR valve

Push
EGR valve shaft

EGR valve

Position EGR valve open

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Position of EGR valve

EGR valve

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4G69 MIVEC

Check method

1. When the ignition switch is ON (the motor is not started), check whether
there is any sound from the action of step motor at the EGR valve.
2. If there is no action sound, check the drive circuit of the step motor.

Note: If there is no action sound and the drive circuit is right, either the step
motor or the computer has malfunctions.

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EGR resistance check

1. The resistance between the terminal 2

and terminal 1 or terminal 3.

Standard value: 20 － 24 Ω

2. The resistance between the terminal 5

and terminal 6 or terminal 4.

Standard value: 20 － 24 Ω

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Battery
EGR control system circuit diagram

Engine control
relay

To engine ECU

EGR valve

Engine ECU

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Three-way catalyst

• Purge standard

Purge rate (%)

• Catalyst medium – palladium, rhodium, cobalt a
nd nickel (purge CO and HC)

• Cobalt, alkali alloy (purge NOx)

• Redox formula [NOx] +

[CO ， HC] → N2 + H2O + CO2

Ideal air-fuel ratio Air-fuel ratio

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Catalyst reaction

Shed
Absorb
Exhaust gas
product Exhaust

Absorption
reaction

Reaction source

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Difference Feature

Improve the power output performance and fuel economy and reduce the emission of
Variable timing mechanism the harmful gas (CO).

The atmospheric pressure sensor placed in the engin Simplify the system.
e electronic control unit

Manifold catalytic converter (MCC) on the dual exhau Quicken the heating process of the catalyst to improve the exhaust performance.
st pipe

Dual oxygen sensor Improve the exhaust performance.

Thermal air flow sensor adopted Light weight, compact structure and quick response.

Electronic throttle Improve the operating performance with DC motor controlling the electronic throttle.

Crankshaft position sensor with36 gears Acquire more precise control of the engine.

Step motor EGR used Reduce the (Nox) in the exhaust gas and improve the fuel economy.

Direct ignition coil Improve the ignition performance.

Get better atomization, improve the combustion efficiency and reduce the HC compou
Smaller diameter of the fuel injection hole
nd in the exhaust gas.

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