Mitsubishi Lancer Evolution VII Workshop Manual

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . POWER TRAIN . . . . . . . . . . . . . . . . . . DRIVE-CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTERIOR . . . . . . . . . . . . . . . . . . . . . . INTERIOR . . . . . . . . . . . . . . . . . . . . . . . EQUIPMENT . . . . . . . . . . . . . . . . . . . . . TECHNICAL INFORMATION MANUAL FOREWORD This manual has been prepared as an introduction to the specifications, features, construction, func- tions, etc. of the newly developed LANCER EVOLU- TION-VII. Please read this manual carefully so that it will be of assistance for your service activities. Please note that the following service manuals are also available and should be used in conjunction with this manual. WORKSHOP MANUAL S0105CT9A All information, illustrations and product descrip- tions contained in this manual are current as of the time of publication. We, however, reserve the right to make changes at any time without prior notice or obligation. The EVOLUTION-VII is sold exclusively through RALLIART Inc. Since the EVOLUTION-VII is a rally- based model, it will not be warranted and will not be homologated for general production. Therefore, any service matters on the EVOLUTION-VII should be inquired to RALLIART Inc. as usual. E Mitsubishi Motors Corporation April 2001

2 . . . . . . . . . . . . . . Model Indications 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . TARGETS OF DEVELOPMENT 2 . . . . . . . . . . . . . . PRODUCTS FEATURES 2 . . . . . . . . . . . . . . . . . . . . TECHNICAL FEATURES 4 . . . . . . . . . . . . . . . . . . . . Exterior 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Body Dimensions and Spacious Cabin 6 . . . . . . . . . Aerodynamic Performance 6 . . . . . . . . . . . . . . . . . . . . Active Center Differential (ACD), Active Yaw Control (AYC) 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . All-wheel Independent Suspensions 8 . . . . . . . . . . . . Safety 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equipments 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Serviceability and Reliability 13 . . . . . . . . . . . . . . . . . . VEHICLE IDENTIFICATION 14 . . . . . . . . . . . . . . . . . MAJOR SPECIFICATIONS 15 . . . . . . . . . . . . . . . . .

0-2 HOW TO USE THIS MANUAL MODEL INDICATIONS The following abbreviations are used in this manual for identification of model types. MPI: Indicates the multipoint injection, or engine equipped with the multipoint injection. DOHC: Indicates an engine with the double overhead camshaft, or models equipped with such an engine. M/T: Indicates the manual transmission, or models equipped with the manual transmission. A/C: Indicates the air conditioner. TARGETS OF DEVELOPMENT A new competitive device in addition to technology established in the previous motor sport events to improve potential performance as well as outward and inward appearance with a sophisticated view to represent a high performance sedan of the next generation has been featured to improve the image of Mitsubishi brand. Furthermore, enhancement of competitiveness as well as driving performance in various motor sport events has been sought. PRODUCT FEATURES Outward and in- ward appearance to represent a high perfor- mance sedan of the next genera- tion (1) Exterior with sophisticated and fearless expression D Multi-lighted headlamp and rear combination lamp exclusively used for EVOLUTION-VII D Front bumper with large cooling air inlet D Incorporate blister fender and overwhelming large-sized tyre D Large-sized and light weight rear spoiler with variable elevation angle that can be adjusted at 4 points D Front bumper extension and side sill extension D Large-sized under cover equipped (for improvement of aerodynamic and cooling performance in drive system) (2) Interiors with athletic feeling D Light weight backet newly designed by RECARO seat (adoption of silk waving cloth with functionality) D Steering wheel newly designed by MOMO D Multi-functional sports meter (with permanent illumination to be visible in the day light) The most out- standing engine and power per- formance in the class (1) Fine tuned engine that provides improved output at all ranges:Maximum output 280 PS (206 kW) and maximum torque 39 kgfSm (383 NSm) D mprovement of turbo charger D Enlarged Intercooler and oil cooler D Automatic injection control 3-nozzle intercooler spray (2) Drive system with high reliability to deal with increased engine torque D Reinforcement of transfer, propeller shaft, and drive shaft

performance made by en- hancement of the marginal perfor- mance (1) Mitsubishi original revolutionary technology with all wheel control D Newly developed active center differential system (ACD) (to be compatible with steering response to cornering and rising traction performance) D Improvement of marginal performance in cornering made by integrated control of ACD{active yawing control (AYC) (2) Optimally tuned suspension to be adjusted to the new dimensions has improved cornering performance. D Extended length of wheel base (+115 mm), enlarged width of treads (front: +5 mm, rear: +10 mm) D Increased suspension stroke in the compression side (front:+15 mm, rear: +5 mm) D 235/45ZR17 tyres adopting half-radial structure and newly developed high performance high grip compounds NOTE Figures in the parentheses indicate the numbers compared with those of EVOLUION-VI. (3) High rigidity body to sustain high marginal performance (bend rigidity: increased by 50 %, torsion rigidity: equal to that of EVOLUTION-VII) D Suspension mounting, fortification of body frame connections, addition of reinforcements (approximately 20 locations), and addition of welding spots D High rigidity 3-point mounting strut tower bar D Rear end cross bar D Aluminum hood and fender attached Revolutionary braking system to correspond with high margin- al performance (1) Sporty type 4ABS (improved braking stability derived from braking control in both sides at driving in sports mode) (2) EBD system for EVOLUTION-VII (improvement in deceleration performance) (3) Featuring Brenvo made front 17-inch ventilated disc (opposite differential diameter 4-piston type) and rear 16-inch ventilated disc (opposite 2-piston type)

0-4 TECHNICAL FEATURES EXTERIOR DESIGN FEATURES The 7th generation EVOLUTION has acquired the image of “high performance sports sedan” equipped with guaranteed quality and fearless determination as “high quality driving sedan” in addition to the rally image of the previous generations. (1) Aggressive and overwhelming front mask with multi-lighted headlamps, large-sized inlet bumper grill, and side outlet (2) Improved maneuvering capability of the vehicle at the corners by cutting a large portion of the front corner (3) Exclusive blister fender to appeal good road hanging (traction characteristics) and brisk driving capability (4) Front-side sill extension and wing-type rear spoiler to emphasize the high aerodynamic performance (5) Clear type rear combination lamp to appeal sporty feeling and guaranteed quality (6) Attaching the newly designed “EVOLUTION VII” emblem with sharp and sporty image (4) (3) (2) (3) (6) (1) (4) (4) (5)

0-5 INTERIOR DESIGN FEATURES High performance interior to provide an impression of sports minded vehicle as the 7th generation EVOLUTION (1) Combination meter exclusively for EVOLU- TION-VII with a configuration of a circular tachometer in the center and thick bezels (partitions between meters) with discreet design create appeal for fearless determination and sporty feelings. (2) The Mitsubishi original design made by MOMO used for the steering has the same design used for horn pad as the shift lever to express integration of the image and high performance interior. (3) The Mitsubishi original design made by Recaro used for the front seat has a sewing line surrounding circumference of the sides to emphasize the good holding. (2) (1) (3) (2)

0-6 BODY DIMENSIONS AND SPACIOUS CABIN Body Dimensions The dimensions of the EVOLUTION-VII except for the overall width have been altered in comparison with those of EVOLUTION-VI. 3 4 7 2 6 1 5 No. Item Dimensions mm No. Item Dimensions mm 1 Overall length 4 455 (+105) 6 Rear overhang 935 ( - 15) 2 Overall width 1 770 (±0) 7 Tred Rear 1 515 (+10) 4 Wheel base 2 625 (+115) Tred Rear 1 500 (+10) NOTE Figures in the parentheses indicate the values in comparison with those of EVOLUTION-VI. AERODYNAMIC PERFORMANCE Deterioration of aerodynamic performance accompanied with enlargement of the body size has been suppressed by attaching a large-sized under cover on the lower part of the engine compartment, optimizing elevation angle setting of rear spoiler. (1) Under cover A large-sized under cover is designed for compatibility of reduction of air resistance and reduction of lift. (2) Rear spoiler Lift control by attaching elevation angle adjustable rear spoiler and optimizing attached position of the spoiler are designed for reduction of air resistance. (2) (1)

0-7 ACTIVE CENTER DIFFERENTIAL (ACD), ACTIVE YAW CONTROL (AYC) ACD, which is designed for improving drive characteristics by electronically controlling center differential movement, and AYC, which has been adopted since EVOLUTION-IV are featured by combing two systems for integrated control so that further improvements in driving performance can be achieved. Hydraulic unit assembly ACD mode indicator lamp Steering wheel sensor Lateral G sensor Reserve tank Wheel speed sensor Longitudinal G sensor ABS-ECU 4WD-ECU Wheel speed sensor Throttle position sensor (TPS) Engine-ECU Parking brake switch ACD mode switch Stop lamp switch ACD transfer AYC torque transfer differential

0-8 ENGINE The turbo charger specifications have been optimized by reducing the size of the turbine nozzle diameter to increase the engine torque at low-middle speed range as well as high speed range. Since adoption of magnesium diecasting rocker cover and hollow camshaft is intended for light weight of the upper part of the engine, vibration of engine-transmission at acceleration can be reduced to improve the response of the body. TRANSMISSION Implementation of fortifying each part to deal with the increased engine torque and revision of the gear ratio of the standard transmission are intended for further improvement in power performance. ALL-WHEEL INDEPENDENT SUSPENSIONS While the popular and rally-proven McPherson strut front and multi-link rear suspension systems have basically been retained, they were optimized for the new model. The improvements to the front include adding a crossmember brace to the lower arm mount for more rigidity, flattening the chassis crossmember, and realigning the roll center to an ideal height. As a result, the suspension delivers enhanced handling and straight-line stability, ride comfort, grounding characteristics, and roll feel, as well as less vibrations and noise. The steering gear’s optimal position ensures predictably linear toe-in changes. Each arm of the rear multi-links with trailing arms, as well as its linkage point and length, was reevaluated to achieve optimal alignment. Combined with the wider tracks, higher body rigidity, and improved damping characteristics of the bushings and bump rubbers, the suspensions deliver a supple ride with superb handling stability for relaxing, effortless control.

0-9 Stabilizer bar Coil spring Strut assembly (shock absorber) Crossmember Lower arm Strut insulator Stabilizer link Lower arm bushing (Pillow ball bushing with rubber) Crossmember bar Upper arm Toe control arm Trailing arm Lower arm Toe control bar Coil spring Differential support member Crossmember Shock absorber Differential support arm Stabilizerbar

0-10 SAFETY ACTIVE SAFETY BRAKING SYSTEM All models feature fade-resistant 14-inch ventilated discs up front and rear 8-inch drums for sure, linear stopping power. A 4-sensor, 3-channel ABS (Anti-lock Braking System) with EBD (Electronic Brake-force Distribution) is available. ABS adjusts the braking pressure of the front wheels independently and rear wheels together for controlled emergency braking. New for the Lancer, EBD works with the ABS computer to evenly modulate each channel’s braking pressure for ideal braking force regardless of load or surface conditions at all times. Wheel speed sensor Diagnosis connector Stop lamp switch Wheel speed sensor Hydraulic unit (integrated in ABS-ECU) ABS warning lamp Steeringwheelsensor Parking brake switch Longitudinal G sensor Lateral G sensor

0-11 PASSIVE SAFETY SRS AIR BAGS Dual SRS (Supplemental Restraint System) front airbags deploy only upon detection of frontal impact. When used in combination with the 3-point ELR seatbelts, they significantly mitigate head and upper torso injury to front-seat occupants. Seat belt with pretensioner featured for the driver’s and front passenger’s seats is designed for instantly taking up the slack in the seat belt at the time of impact to improve restraint effect on a passenger. It is activated approximately at the same time as SRS airbag is activated to improve protection effect on a passenger. Driver’s side Passenger’s side SRS warning lamp Front passenger’s side air bag module Driver’s side air bag module Clock spring Diagnosis connector SRS-ECU Seat belt with pretensioner

0-12 BODY CONSTRUCTION The EVOLUTION-VII safety-enhanced body structure comprises front and rear crushable zones that effectively absorb the impact energy of front and rear collisions. Adding to all-round occupant protection is a deformation-resistant, highly rigid cabin structure that features strategic reinforcements plus large side-door impact bars. Enlarged impact bars Enlarged cross-section of roof bow Reinforced center pillar Enlarged cross-section of side sill Enlarged cross-section and minimised vertical offset of front floor side member Added dash crossmember Thicher dash panel lower Reinforced front pillar Enlarged cross-section and extended front side member

GENERAL - Technical Features 0-13 SAFETY-ENHANCED FRONT SEATS The front seats are designed to minimise the risk of whiplash in a collision from the rear. The headrestraints have been ideally angled forward, while the seat frame was moved toward the rear. In-house tests show a roughly 40% improvement in occupant injury figures. OTHER SAFETY FEATURES D 3-point ELR seatbelts D Front fog lamps D Child-protection rear door locks EQUIPMENTS IMMOBILIZER SYSTEM This system lets the engine be started only when an encrypted code that is recorded in the ignition key is the same as an encrypted code that is recorded in the immobilizer-ECU. Immobilizer system is equipped as an option. Power Encrypted code Transponder Ignition key Steering lock key cylinder and immobilizer-ECU MUT-II Engine-ECU or Engine A/T-ECU Start permission signal Registration of ignition key Integrated immobilizer-ECU and antenna SERVICEABILITY AND RELIABILITY MAINTENANCE-FREE FEATURES D Adoption of an auto-tensioner eliminates the need for timing belt adjustment D Adoption of auto lash adjusters eliminates the need for valve clearance adjustment ENHANCED DIAGNOSIS SYSTEM Diagnosis functions have been included for the following systems, so that it is possible to use the MUT-II to read the diagnosis codes and service data and to carry out actuator tests. In addition, it is also possible to read the diagnosis codes by the flashing of the warning lamp in some systems. D MPI D ACD D AYC D 4ABS D SRS air bag D Simplified Wiring System (SWS) IMPROVED SERVICEABILITY AND HANDLING D A one-touch joint type plastic tube has been adopted for fuel main lines, which makes removal and installation easier. D A small wiper module, which includes wiper motor and linkage, has been adopted to facilitate removal and installation.

0-14 VEHICLE IDENTIFICATION MODELS Model code Class code Grade Engine model Transmission model Fuel supply system CT9A SNDFZL/R RS 4G63 (1,997 mL-DOHC- 16 valves intercooler turbo) W5M51 <4WD-5M/T> MPI SNGFZL/R RS-II 16 valves-intercooler turbo) MODEL CODE No. Items Contents 1 Development CT: MITSUBISHI LANCER EVOLUTION-VII 2 Engine type 9: 1,997 mL petrol engine 3 Sort A: Passenger car 4 Body style S: 4-door sedan 5 Transmission type N: 5-speed manual transmission 6 Trim level D: RS G: RS-II 7 Specification engine feature F: MPI-DOHC 8 Special feature Z: 4WD 9 Steering wheel location L: Left hand R: Right hand 1 2 3 4 5 6 7 8 9 CT 9 A S N D F L Z

0-15 MAJOR SPECIFICATIONS 1 2 3 4 5 6 7 8 9 Items CT9A SNDFZL/R SNGFZL/R Vehicle di i Front track 1 1,500, 1,515 *1 dimensions mm Overall width 2 1,770 mm Front overhang 3 855 Wheel base 4 2,625 Rear overhang 5 975 Overall length 6 4,455 Ground clearance (unladen) 7 140 Overall height (unladen) 8 1,450 Rear track 9 1,500, 1,515 *1 Vehicle i ht k Kerb weight 1,380 1,420 weight kg Max. gross vehicle weight 1,655 1,695 Max. axle weight rating-front 950 970 Max. axle weight rating-rear 705 725 Seating capacity 5 Engine Model No. 4G63 g Total displacement mL 1,997 Transmis- i Model No. W5M51 sion Type 5-speed manual Fuel System Fuel supply system MPI NOTE *1: Vehicles with 17 inch wheels.

Major Specifications 2 . . . . . . . . . . . . . . . . . . . . . . . BASE ENGINE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . Piston 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston Ring 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LUBRICATION SYSTEM 4 . . . . . . . . . . . . . . . . . . Engine Oil Cooler 4 . . . . . . . . . . . . . . . . . . . . . . . . . COOLING SYSTEM 5 . . . . . . . . . . . . . . . . . . . . . . Specifications 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 5 . . . . . . . . . . . . . . . . . . . . . . INTAKE AND EXHAUST 6 . . . . . . . . . . . . . . . . . Air Intake System 6 . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SYSTEM 11 . . . . . . . . . . . . . . . . . . . . . . . . . Specifications 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 11 . . . . . . . . . . . . . . . . . . . . . Fuel Tank 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTROL SYSTEM 13 . . . . . . . . . . . . . . . . . . . . System Block Diagram 14 . . . . . . . . . . . . . . . . . . . . Control System Diagram 15 . . . . . . . . . . . . . . . . . . List of Component Functions 16 . . . . . . . . . . . . . . Fuel Injection Control 19 . . . . . . . . . . . . . . . . . . . . . . Idle Speed Control 19 . . . . . . . . . . . . . . . . . . . . . . . Ignition Timing and Distribution Control 20 . . . . . Radiator Fan Motor Control 20 . . . . . . . . . . . . . . . Power Supply and A/C Condenser Fan Relay Control, Oxygen Senser Heater Control, Air Flow Senser Filter Reset Control, Alternator Control, Fuel Pressure Control, Supercharging Pressure Control, Secondary Air Control 20 . . . . . . . . . . . . . Fuel Pump Relay Control 21 . . . . . . . . . . . . . . . . . . EGR Control and Purge Control 22 . . . . . . . . . . . . Diagnosis System 22 . . . . . . . . . . . . . . . . . . . . . . . . . EMISSION CONTROL SYSTEM 23 . . . . . . . . . . Emission Control System Diagram 23 . . . . . . . . . MOUNT 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 24 . . . . . . . . . . . . . . . . . . . . . ACCELERATOR SYSTEM 26 . . . . . . . . . . . . . . . Construction Diagram 26 . . . . . . . . . . . . . . . . . . . . .

1-2 GENERAL INFORMATION This engine has the same basic structure as the previous 4G63-T/C engine, however, the following enhancements have been added in order to provide improved performance. D The piston shape has been changed. D The width of the piston rings has been reduced in order to reduce engine friction. D The turbocharger type has been changed. D An EGR valve has been added. MAJOR SPECIFICATIONS Items 4G63-T/C Total displacement mL 1,997 Bore × stroke mm 85.0 × 88.0 Compression ratio 8.8 Combustion chamber Pentroof type Camshaft arrangement DOHC Valve timing Intake opening BTDC 21_ Intake closing ABDC 59_ Exhaust opening BBDC 58_ Exhaust closing ATDC 18_ Maximum output kW/r/min 206/6500 Maximum torque N·m/r/min 383/3500 Fuel system Electronic controlled multipoint fuel injection Rocker arm Roller type Auto-lash adjuster Equipped

1-3 BASE ENGINE PISTON The top land height has been changed from 5 mm to 6 mm, and the second land height has been changed from 4.5 mm to 5 mm. 6 mm 5 mm 5 mm 4.5 mm PISTON RING The tension of the rings has been changed as shown in the table below, and the thicknesses of the No. 2 ring and the oil ring have been reduced in order to provide reduced engine friction. NEW OLD PISTON RING No. 1 9.5 N 8.34 N PISTON RING No. 2 7.0 N 10.49 N OIL RING 25.0 N 33.34 N PISTON RING No. 1 PISTON RING No. 2 OIL RING 0.20 ∼0.30 mm (New models) 0.25 ∼0.35 mm (Old models) 0.35 ∼0.50 mm (New models) 0.40 ∼0.55 mm (Old models) 0.10 ∼0.40 mm 1.2 mm 1.2 mm (New models) 1.5 mm (Old models) 2.0 mm (New models) 2.8 mm (Old models) 3.1 mm 3.5 mm (New models) 3.8 mm (Old models) 2.2 mm (New models) 2.5 mm (Old models)

1-4 LUBRICATION SYSTEM ENGINE OIL COOLER The drawn cup air-cooled type engine oil cooler has been adopted. The engine oil cooler is installed below the right head lamp assembly and brings in the air through the oil cooler duct of the front bumper to cool the engine oil. SPECIFICATIONS Items Specifications Type Drawn cup type Core size mm (Width × Hight × Thickness) 160 × 200 × 49 Engine oil cooler oil amount L 0.35 Performance kJ/h 29,900 CONSTRUCTION DIAGRAM Engine oil cooler Engine oil cooler feed hose Engine oil cooler return hose

1-5 COOLING SYSTEM The cooling system is a water-cooled pressurized, forced circulation type which offers the following features. D To improve the reliability of cavitation at a high engine speed and to increase the amount of engine coolant, output control system in which a thermostat is installed at the outlet of engine coolant from the engine to the radiator has been adopted. D To improve the engine cooling performance and save weight, a plastic tank and an aluminium radiator fins have been introduced. D The speed of electric cooling fan is optimally controlled by a radiator fan controller and the engine-ECU according to driving conditions so that the fan operating noise is minimized and the fuel efficiency is improved. SPECIFICATIONS Items Specifications Cooling method Water-cooled pressurized, forced circulation with electrical fan Radiator Type Pressurized corrugate type Performance kJ/h 216,700 Water pump Type Impeller of centrifugal type Drive method Drive belt Thermostat Type Wax pellet type with jiggle valve Valve open temperature _C 80 ± 1.5 CONSTRUCTION DIAGRAM Reserve tank Radiator Radiator fan motor Radiator fan controller Shroud

1-6 INTAKE AND EXHAUST AIR INTAKE SYSTEM AIR DUCT, AIR CLEANER D By introducing fresh cool air from the top of the radiator efficiently, the engine performance has been enhanced and intake air noise has been reduced. D Burnable used paper mixed with plastic materials have been adopted in consideration for reduction of industrial wastes and protection of global environment. AIR INTAKE HOSE Unleaded rubber materials have been adopted for air intake hose in consideration for protection of global environment. CONSTRUCTION DIAGRAM Air intake hose Air cleaner assembly Air duct INTER COOLER By mounting an air cooled intercooler to reduce the intake air temperature after boosting, engine output has been improved. The features of the air cooled intercooler are as follows. D Large intercooler (Core size: 289.5× 490× 65 mm) D Air guides are mounted to the bottom of the intercooler. CONSTRUCTION DIAGRAM Air guide Inter cooler assembly 490 mm

1-7 INTER COOLER WATER SPRAY To complement the intercooler efficiency in ranges where the cooling efficiency of the air cooled intercooler is insufficient, and attain high performance in various operating environments, a system which cools by spraying water from a special washer tank for the intercooler to the front of the intercooler has been adopted. The features of the intercooler water spray system is as follows. D Sprays water when the water spray switch on the floor console is operated. D Adopts a system which enables switching between the auto mode which automatically sprays water at the optimum operating conditions by signals from the ECU according to the engine state, and the manual mode which is operated by the driver. D Three water spray nozzles are located at optimum positions to enhance the intercooler efficiency. CONSTRUCTION DIAGRAM Inter cooler Water spray hose Water spray nozzle Water spray nozzle Washer tank Water spray switch

1-8 SYSTEM DIAGRAM M Ignition switch (IG2) Ignition switch (IG1) J/B OFF ON Water spray relay Water spray motor Engine-ECU J/B 7.5A 7.5A MANUAL AUTO Water spray switch J/C J/C Combination meter Fuse 20A Fuse 7.5A Front-ECU (Tail lamp relay)

1-9 EXHAUST SYSTEM EXHAUST FITTING BRACKET An exhaust fitting bracket has been added in order to provide greater rigidity. TURBOCHARGER The turbocharger type TD05HR-16G6-9.8T and TD05HRA-16G6-9.8T have been adopted. Compared to previous types of turbocharger, these new types have a smaller turbine housing nozzle area which improves response at medium to low speeds. Section A - A Nozzle area A A Exhaust fitting Exhaust fitting bracket Exhaust manifold heat protector

1-10 EXHAUST PIPE AND MUFFLER Exhaust pipe consisting of 3 separation system: front exhaust pipe, center exhaust pipe, and exhaust main muffler, has the following features: D The adoption of a seal ring has reduced vibrations during idling and driving noise. D A main muffler incorporating a back pressure variable valve is adopted. D Straight layout of exhaust piping has reduced vibration and exhaust pressure in exhaust system. D The adoption of hanger rubber with lower spring constant and the decreased number of hangers have reduced vibration in exhaust piping. D The adoption of all stainless exhaust piping has enhanced resistance to corrosion and heat. D Installation of thermal insulating cover and materials on front pipe has improved emission control performance. CONSTRUCTION DIAGRAM Center exhaust pipe Main muffler Pre-muffler Catalytic converter Front exhaust pipe Seal ring Pre-muffler (sub) Oxygen sensor When valve is open Back pressure variable valve Flow of exhaust gas

1-11 FUEL SYSTEM The fuel system consists of parts such as electromagnetic-type fuel injectors, a delivery pipe and a fuel pressure regulator. In addition, a fuel pressure control solenoid valve has been provided in order to maintain idling stability after the engine is re-started when it is hot. This system is basically the same as the previous system used in the 4G63-DOHC-Turbocharger engine for the EVOLUTION-VI. SPECIFICATIONS Items Specification Fuel tank capacity L 48 Fuel tank capacity L 48 Fuel pump type Electric Fuel pump type Electric Fuel filter type Cartridge (filter-paper type) Fuel return system Fuel pressure regulator return Fuel pressure regulator control pressure kPa 294 Fuel pressure regulator control pressure kPa 294 Injectors Type Electromagnetic j Quantity 4 Evaporative emission control system Canister type CONSTRUCTION DIAGRAM Injector Fuel pressure regulator Delivery pipe Fuel cut-off valve assembly Pipe and gauge assembly Fuel pump and gauge assembly Fuel tank Evaporative canister Fuel pump relay Injector resistor Fuel pump resistor

1-12 FUEL TANK A steel fuel tank is located under the floor of the rear seats to provide increased safety and increase the amount of luggage compartment space. D The fuel tank has been equipped with a valve assembly which incorporates a fuel cut-off valve to prevent fuel from leaking out in the event of a collision for adjusting the pressure inside the fuel tank. D For better serviceability, the fuel tank has been coupled with the main line by a one-touch joint method, not the conventional double flare nut method. CONSTRUCTION DIAGRAM Fuel cut-off valve assembly Pipe and gauge assembly Fuel pump and gauge assembly Fuel high-pressure hose Suction hose Fuel high-pressure hose Fuel tank

1-13 CONTROL SYSTEM The control system is based on the system for 4G63-DOHC-Tubocharger which has been installed in the EVOLUTION-VI, with the following improvements added. Improvements/Additions Remarks Adoption of compact throttle position sensor D Smaller size and light weight D Higher resistance to vibration D Idle position switch disused D Basically the same as that used in the SPACE WAGON Adoption of compact stepper motor for idle speed control servo D Improved ignition performance D Basically the same as that used in the LANCER Adoption of PWM (pulse width modulation) method of radiator fan motor control D Reduced fuel consumption D Reduced fan noise D Basically the same as that used in the LANCER Adoption of dual oxygen sensor D Higher reliability of air fuel ratio control D Basically the same as that used in the GALANT Adoption of intercooler water spray control D Improved intercooler cooling efficiency

1-14 SYSTEM BLOCK DIAGRAM Oxygen sensor heater (rear) Intercooler water spray lamp Intercooler water spray relay Waste gate solenoid valve Fuel pressure control solenoid valve Air flow sensor Fan motor relay (HI, LOW) (A/C condenser) Fuel pump relay 3 No.4 injector No.3 injector No.1 injector No.2 injector Fuel injection control Engine-ECU Intake air temperature sensor Engine coolant temperature sensor Air flow sensor Throttle position sensor A/C switch Power steering fluid pressure switch Ignition switch-IG Ignition switch-ST Alternator FR terminal Power supply Diagnosis control terminal A/C load signal Intercooler water spray (auto) Idle speed control servo (stepper motor) No.2, No.3 ignition coil Fuel pump relay 2 Oxygen sensor heater (front) Tachometer Alternator G terminal Engine warning lamp (check engine lamp) EGR control solenoid valve Engine control relay Purge control solenoid valve Diagnosis output terminal Detonation sensor No.1, No.4 ignition coil A/C relay Fan controller (radiator) Diagnosis output terminal (for MUT-II) Idle speed control Ignition timing control Engine control relay control Fuel pump relay control Fan relay control (A/C condenser) A/C relay control Fan motor control (radiator) Alternator control Engine warning lamp control EGR control Purge control Diagnosis output RAM data transmission Barometric pressure sensor Vehicle speed sensor Camshaft position sensor Crank angle sensor Intercooler water spray (manual) Oxygen sensor (front) Oxygen sensor (rear) Air flow sensor filter reset control Fuel pressure control Turbochanger control Secondary air control Intercooler water spray control Oxygen sensor heater control Secondary air control solenoid valve

1-15 CONTROL SYSTEM DIAGRAM L1 Oxygen sensor (front) L2 Oxygen sensor (rear) L3 Air flow sensor L4 Intake air temperature sensor L5 Throttle position sensor L6 Camshaft position sensor L7 Crank angle sensor L8 Barometric pressure sensor L9 Engine coolant temperature sensor L10 Detonation sensor l1 Injector l2 Idle speed control servo l3 Fuel pressure control solenoid valve l4 Waste gate solenoid valve l5 EGR control solenoid valve l6 Purge control solenoid valve l7 Secondary air control solenoid valve D Power supply D Ignition switch-IG D Ignition switch-ST D Vehicle speed sensor D A/C switch D A/C load signal D Power steering fluid pressure switch D Alternator FR terminal D Engine control relay D Fuel pump relay 2, 3 D A/C relay D Ignition coil D Fan controller D Condenser fan relay (HI) D Condenser fan relay (LOW) D Engine warning lamp D Diagnosis output D Alternator G terminal Engine-ECU L1 Oxygen sensor (front) L4 Intake air temperature sensor L5 Throttle position sensor L6 Camshaft position sensor l1 Injector l2 Idle speed control servo l6 Purge control solenoid valve Three-way catalytic converter Canister Air inlet Vacuum tank Fuel pressure regurator From fuel tank To fuel tank PCV valve From fuel pump Waste gate actuator L2 Oxygen sensor (rear) Check valve By-pass valve l5 EGR control solenoid valve l4 Waste gate solenoid valve L8 Barometric pressure sensor L3 Air flow sensor l7 Secondary air control solenoid valve Secondary air valve l3 Fuel pressure control solenoid valve EGR valve L9 Engine coolant temperature sensor L7 Crank angle sensor L10 Detonation sensor

1-16 LIST OF COMPONENT FUNCTIONS Name Function ECU Engine-ECU Uses the signals input from the various sensors to control operation of actuators in accordance with the driving conditions. Sensors Ignition switch-IG Detects the ON/OFF position of the ignition switch. When this signal is input to the engine-ECU, power is supplied to components such as the injectors, air flow sensor, idle speed control servo and crank angle sensor. Ignition switch-ST Detects whether the engine is cranking. The engine-ECU controls the fuel injection, throttle valve opening angle and ignition timing to the appropriate settings based on this signal. Air flow sensor Detects the amount of intake air (volumetric capacity) by means of a Karman vortex meter. The engine-ECU controls the basic injector drive time based on this signal and on the engine speed. Barometric pressure sensor Detects the barometric pressure by means of a semiconductor diffusion-type pressure sensor. The engine-ECU detects the vehicle’s altitude based on this signal, and uses this to correct the fuel injection amount so that the optimum air/fuel mixture ratio is obtained for that altitude. Oxygen sensor Detects the concentration of oxygen in the exhaust gas by means of zirconia and platinum electrodes. The engine-ECU judges whether the air/fuel mixture ratio is at the optimum theoretical ratio based on this concentration. Intake air temperature sensor Detects the temperature of the intake air by means of a thermistor. The engine-ECU corrects the fuel injection amount to the correct amount corresponding to the intake air temperature based on the voltage output from this sensor. Engine coolant temperature sensor Detects the temperature of the engine coolant by means of a thermistor. The engine-ECU detects how warm the engine is based on the signal from this sensor, and uses this to control the fuel injection amount, idle speed and ignition timing. Throttle position sensor Detects the throttle valve opening angle by means of a potentiometer. The engine-ECU controls the throttle valve and also determines the optimum fuel injection for the vehicle’s degree of acceleration based on the voltage output from this sensor. Vehicle speed sensor Detects the vehicle speed by means of a magnetic rheostatic element. Camshaft position sensor Detects the No. 1 cylinder compression top dead centre position by means of a hall element. Crank angle sensor Detects the crank angle by means of a hall element. The engine-ECU controls the injectors based on the signal from this sensor. Alternator FR terminal Detects the energising duty ratio of the alternator field coil. Power steering fluid pressure switch Detects whether there is a power steering load present by means of a contact switch. A/C switch Detects the ON/OFF condition of the A/C.

1-17 Name Function Sensors A/C load signal Inputs the compressor drive state (low load/high load) to the engine-ECU. The engine-ECU controls the A/C idle-up revolution speed using this signal. Intercooler water spray switch (automatic) Sprays water when certain driving conditions are satisfied. Intercooler water spray switch (manual) Sprays water while the switch is being pressed by the driver. Diagnosis control terminal Notifies the engine-ECU that the MUT-II has been connected to the diagnosis connector, and enables communication between the MUT-II and the engine-ECU. Actuators Engine control relay Turns the engine-ECU power circuit on and off. Injector Drives the fuel injection by means of drive signals from the engine-ECU. Ignition coil (integrated power transistor) Interrupts the ignition coil primary current in accordance with the ignition signals from the engine-ECU, in order to generate a high voltage for ignition. Idle speed control servo The throttle valve bypass air amount during idling and deceleration is controlled with the signal from the engine-ECU. Fuel pump relay 1 Supplies power to the fuel pump when the ignition switch is at the ON position. Fuel pump relay 2 Controls the supply of power to the fuel pump in accordance with the signal from the engine-ECU. Fuel pump relay 3 Controls the supply of power to the fuel pump when driving at low loads and when driving at high loads, in accordance with the signal from the engine-ECU. Fan controller Controls the smooth operation of the radiator fan in accordance with the signal from the engine-ECU. Condenser fan relay (HI) Controls the condenser fan operation (high speed) in accordance with the signal from the engine-ECU. Condenser fan relay (LOW) Controls the condenser fan operation (low speed) in accordance with the signal from the engine-ECU. Intercooler water spray relay Controls the driving of the intercooler spray motor in accordance with the signal from the engine-ECU. Waste gate solenoid valve Controls the supercharging pressure which acts on the waste gate actuator in accordance with the signal from the engine-ECU. Purge control solenoid valve Controls the purge air flow amount which is introduced into the surge tank in accordance with the signal from the engine-ECU. EGR control solenoid valve Controls the negative pressure which operates the EGR valve in accordance with the signal from the engine-ECU. Secondary air control solenoid valve Controls the pressure which is introduced into the secondary air valve in accordance with the signal from the engine-ECU. Fuel pressure control solenoid valve Controls the fuel pressure in accordance with the signal from the engine-ECU.

1-18 Name Function Actuators Alternator G terminal Controls the current generated by the alternator in accordance with the signal from the engine-ECU. A/C relay Controls the A/C compressor operation. Engine warning lamp (check engine lamp) Illuminates when a sensor malfunction is detected to warn the driver of the problem. Intercooler water spray lamp Illuminates when the intercooler is being sprayed in accordance with the signal from the engine-ECU.

1-19 FUEL INJECTION CONTROL The fuel injection control system is basically the same as the control system for the 4G63-DOHC-Turbocharger engine installed in the Evolution-VI. SYSTEM CONFIGURATION DIAGRAM Air flow sensor Intake air temperature sensor Engine coolant temperature sensor Throttle position sensor Crank angle sensor Camshaft position sensor Vehicle speed sensor Ignition switch-ST Oxygen sensor Barometric pressure sensor Engine-ECU To fuel tank Fuelpressure regulator From fuel pump Injector Fuel pressure control solenoid valve Detonation sensor IDLE SPEED CONTROL The idle speed control system is basically the same as the control system for the 4G63-DOHC-Turbocharger engine installed in the Evolution-VI. SYSTEM CONFIGURATION DIAGRAM Air flow sensor Intake air temperature sensor Engine coolant temperature sensor Throttle position sensor Crank angle sensor A/C switch Vehicle speed sensor Ignition switch-ST Diagnosis control terminal Speed adjusting screw Bimetal type limiter From air cleaner To intake manifold A/C load signal Power steering fluid pressure switch Alternator FR terminal Ignition switch-IG Engine-ECU Idle speed con- trol servo (Stepper motor) Barometric pressure sensor

1-20 IGNITION TIMING AND DISTRIBUTION CONTROL The ignition timing and distribution control system is basically the same as the control system for the 4G63-DOHC-Turbocharger engine installed in the Evolution-VI. SYSTEM CONFIGURATION DIAGRAM Intake air temperature sensor Engine coolant temperature sensor Crank angle sensor Camshaft position sensor Vehicle speed sensor Ignition switch-ST Ignition coil A Ignition switch Battery Spark plug Ignition coil B To tachometer Cylinder No. 4 1 3 2 Barometric pressure sensor Engine- ECU Detonation sensor Air flow sensor RADIATOR FAN MOTOR CONTROL The radiator fan motor control system is basically the same as the control system for 4G6-MPI engine installed in the GALANT. POWER SUPPLY AND A/C CONDENSER FAN RELAY CONTROL, OXYGEN SENSOR HEATER CONTROL, AIR FLOW SENSOR FILTER RESET CONTROL, ALTERNATOR CONTROL, FUEL PRESSURE CONTROL, SUPERCHARGING PRESSURE CONTROL, SECONDARY AIR CONTROL These control systems are basically the same as those for 4G63-DOHC-Turbocharger engine installed in the EVOLUTION-VI.

1-21 FUEL PUMP RELAY CONTROL D The fuel injection amount is controlled by the fuel pump relay 3 in order to reduce the amount of return fuel when the engine is running at low speeds and fuel consumption is low, and also to reduce noise. Fuel pump relay 1 Fuel pump relay 2 Fuel pump relay 3 Battery Ignition switch Fuel pump resistor To fuel pump Engine-ECU

1-22 EGR CONTROL AND PURGE CONTROL Refer to the EMISSION CONTROL SYSTEM. DIAGNOSIS SYSTEM The engine-ECU is prvided with the following functions to make system inspection easier. D Engine warning lamp control D Diagnosis function D Service data output D Actuator test NOTE Refer to the Workshop Manual for details on each item.

1-23 EMISSION CONTROL SYSTEM The following improvements in the control details have been made to the system, which is basically the same as the previous system used in the 4G63-DOHC-Turbocharger engine for the EVOLUTION-VI. D An electronically-controlled EGR system utilizing an EGR control solenoid valve has been adopted. D An electronically-controlled purge control system utilizing purge control solenoid valve has been adopted. System Remarks Evaporative emission control system Electronic control type (Duty cycle type purge control solenoid valve) Exaust gas recirculation (EGR) system Electronic control type (Duty cycle type EGR control solenoid valve) EMISSION CONTROL SYSTEM DIAGRAM Check valve Canister From fuel tank Purge control solenoid valve Air inlet Oxygen sensor (front) Fuel pressure control solenoid valve Fuel pressure regurator To fuel tank PCV valve From fuel pump EGR valve Injector EGR control solenoid valve Oxygen sensor (rear) Three-way catalytic converter

1-24 MOUNT The inertia axial system based on the past achievements in COLT/LANCER has been adopted for the engine mount system. D Longitudinal installation type of cylindrical liquid-filled engine mount has been adopted for reduction of idle vibration and improvement of ride feeling. D The liquid-filled mount system has been adopted for transmission mount to improve ride feeling by optimizing the insulator. D Installation of roll mount in the upper area has reduced engine rolling. Furthermore, enlargement of insulator diameter has reduced idle vibration. CONSTRUCTION DIAGRAM Transmission mount Engine mount

ENGINE - Mount 1-25 Rear roll rod bracket Front roll stopper Front roll mount bracket Rear roll mount bracket Crossmember Crossmember bar Centermember Rear roll rod assembly Front roll stopper Front roll mount bracket Rear roll stopper Rear roll mount bracket Crossmember Crossmember bar Centermember

1-26 ACCELERATOR SYSTEM The accelerator system is a cable and suspended pedal combination. Plastic bushing and rubber damper have been at- tached to the end of the accelerator cable, to pre- vent noise and vibration when the cable and accel- erator arm contact. CONSTRUCTION DIAGRAM Accelerator cable Accelerator pedal bracket Accelerator arm Plastic bushing Accelerator cable Rubber dumper Accelerator arm Accelerator cable Accelerator pedal bracket Accelerator arm

Specifications 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL TRANSMISSION 3 . . . . . . . . . . . . . . . . Specifications 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sectional View 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4WD System 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Train 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission Control 11 . . . . . . . . . . . . . . . . . . . . . ACTIVE CENTER DIFFERENTIAL (ACD) AND ACTIVE YAW CONTROL (AYC) 12 . . . . . . . . Description of Structure and Operations 16 . . . . System Structure 16 . . . . . . . . . . . . . . . . . . . . . . . . . Oil Pressure Unit 18 . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Control System 20 . . . . . . . . . . . . . . . . . PROPELLER SHAFT 27 . . . . . . . . . . . . . . . . . . . . FRONT AXLE 28 . . . . . . . . . . . . . . . . . . . . . . . . . . REAR AXLE 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIFFERENTIAL 30 . . . . . . . . . . . . . . . . . . . . . . . . . DIFFERENTIAL MOUNT 33 . . . . . . . . . . . . . . . . .

2-2 CLUTCH SPECIFICATIONS Items Specifications Engine model 4G63-DOHC-Intercooler Turbocharger Clutch disc type Dry single plate type Clutch disc facing diameter O.D.× I.D. mm 240× 160 Clutch cover type Diaphragm spring pull type Clutch cover set load N 9,320 ± 750 Control system Hydraulic type Release cylinder I.D. mm 20.64 Master cylinder I.D. mm 15.87 Clutch fluid Brake fluid DOT 3 or DOT 4 CLUTCH CONTROL CONFIGURATION Master cylinder memberassembly Reservoir hose Clutch pipe Clutch master cylinder Clutch pedal Clutch release cylinger Clutch hose Master cylinder memberassembly Reservoirhose Clutch pipe Clutch master cylinder Clutch pedal Clutch release cylinger Clutch hose Clutch pipe

2-3 MANUAL TRANSMISSION The manual transmission is a W5M5 transmission. This transmission incorporates the following changes from the F5M4 type transmission mounted to GALANT. D With the incorporation of 4WD, the center differential has been positioned at the front differential of the 2WD, and the front differential has been positioned inside the transfer. D The kinetic performance has been improved by setting a helical gear LSD for the front differential. D With the adoption of the active center differential (ACD), an hydraulic multi plate clutch has been adopted for the transfer limited slip differential. (Refer to P.2-17 for details of the hydraulic multi plate clutch.) SPECIFICATIONS Item Specifications Classification RS, RS II RS, RS II (Super cross gear specifications) Transmission type W5M51 Engine type 4G63-DOHC-T/C Transmission type 5 steps forward, 1 step reverce, always in contact) Gear ratio 1st 2.785 ← 2nd 1.950 ← 3rd 1.407 1.444 4th 1.031 1.096 5th 0.720 0.825 Reverse 3.416 ← Final deceleration ratio 4.529 ← Helical gear LSD (Front differential) No Yes Transfer Deceleration ratio 3.307 ← Limited slip differential VCU or hydraulic multi plate clutch (ACD) ←

2-4 SECTIONAL VIEW W5M51 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 19 20 18 1. 4th gear 2. 3rd - 4th synchronizer 3. 3rd gear 4. Transmission case 5. Clutch housing 6. Clutch release bearing retainer 7. Input shaft 8. Output shaft 9. Front differential 10. Viscous coupling unit (VCU) 11. Transfer cover 12. Hypoid pinion 13. Center differential 14. 1st gear 15. 1st - 2nd synchronizer 16. 2nd gear 17. 5th gear 18. 5th - reverse synchronizer 19. Reverse gear 20. Reverse idler gear

2-5 W5M51 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 1. 4th gear 2. 3rd - 4th synchronizer 3. 3rd gear 4. Transmission case 5. Clutch housing 6. Clutch release bearing retainer 7. Input shaft 8. Output shaft 9. Front differential 10. Clutch housing 11. Transfer cover 12. Piston 13. Transfer hydraulic case 14. Hypoid pinion 15. Center differential 16. 1st gear 17. 1st - 2nd synchronizer 18. 2nd gear 19. 5th gear 20. 5th - reverse synchronizer 21. Reverse gear 22. Reverse idler gear

2-6 W5M51 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1. 4th gear 2. 3rd - 4th sychronizer 3. 3rd gear 4. Transmission case 5. Clutch housing 6. Clutch release bearing retainer 7. Input shaft 8. Output shaft 9. Front differential (Helical gear LSD) 10. Viscous coupling unit (VCU) 11. Transfer cover 12. Hypoid pinion 13. Center differential 14. 1st gear 15. 1st - 2nd sychronizer 16. 2nd gear 17. 5th gear 18. 5th - reverse synchronizer 19. Reverse gear 20. Reverse idler gear

2-7 W5M51 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 22 21 1. 4th gear 2. 3rd - 4th sychronizer 3. 3rd gear 4. Transmission case 5. Clutch housing 6. Clutch release bearing retainer 7. Input shaft 8. Output shaft 9. Front differential (Helical gear LSD) 10. Clutch housing 11. Transfer cover 12. Piston 13. Transfer hydraulic case 14. Hypoid pinion 15. Center differential 16. 1st gear 17. 1st - 2nd sychronizer 18. 2nd gear 19. 5th gear 20. 5th - reverse synchronizer 21. Reverse gear 22. Reverse idler gear

2-8 4WD SYSTEM The 4WD system is a center differential full-time 4WD with limited slip differential. The center differential has been positioned at the front differential of the 2WD transmission, and the front differential has been positioned inside the transfer. The limited slip differential of the center differential has been positioned at the back of the front differential in the transfer. For the limited slip differential of the center differential, a viscous coupling unit (VCU) or active center differential (ACD) has been adopted. Engine Transfer Limited slip differential Front differential Center differential Rear differential

2-9 POWER TRAIN Helical Gear LSD The helical gear LSD is composed of four long pinions, four short pinions, three thrust washers, side gears A and B, and cases A and B. The long pinions are in contact with the side gear B and short pinions, while the short pinions are in contact with the side gear A and long pinions. Case B Case A Side gear B Side gear A Long pinion Short pinion Thrust washer Power Flow Operations in forward driving During forward driving, as the differential case and and drive shaft rotate at the same speed, they rotate at the assembly without the inside of the differential moving. The driving force at this time will be transmitted as follows. Differential case →Long and short pinions →Side gears A and B →Drive shaft Side gear B Side gear A Long pinion Short pinion Differential case Driving power

2-10 Operations during differential (when there is rotational difference between the left and right wheels) When the frictional coefficient of the left and right wheels are more or less equal, and a slight rotational difference occurs at the left and right wheels (normal turning), rotational difference will also occur between side gears A and B. In this case, while the long pinions and short pinions mutually rotate in the reverse direction, the vicinity of side gears A and B revolves and absorbs the speed difference. In this way, like normal differential, the high speed side accelerates for the revolved amount in respect to the revolution speed of the differential case,while the low speed side rotates in the decelerated state and performs differential. Side gear B Side gear A Long pinion Short pinion Differential case Driving power Revolution Autorotation High speed side Autorotation Low speed side Operations during Limited Slip Differential When the loads of the left and right wheels become unbalanced due to changes in road surface conditions and sudden turning, the driving torque of side gears A and B will differ. As mentioned earlier, because side gears A and B are in contact via the respective long and short pinions, the gears influence each other, resulting in contact reaction force (F and f) between the long pinion and side gear B, and the short pinion and side gear A. The separating force (Ft and ft) in the axial direction of the contact reaction force causes side gears A and B to be pushed and extended. From this force, side gears A and B are pushed against the thrust washer (case) and friction occurs. The separating force (Fr and fr) in the radial direction of the contact reaction force causes the long pinion and short pinion to be pushed against the differential case (cases A and B). This force generates a large friction between the long pinion, short pinion, and differential case (cases A and B). Friction also occurs on the gear with the generation of contact reaction force (F and f) of the four gears (pinions). These frictional forces cause the generation of frictional torque at each section according to the size of the driving torque input to the differential case, and the generation of limited slip differential torque proportionate to the input torque.

2-11 Long pinion Short pinion Differential case Driving power High speed side Low speed side Torque Side gear B Side gear A Thrust washer Thrust washer Forward direction F Fr Ft f fr ft TRANSMISSION CONTROL D The shift lever construction adopted the spherical rotary shaft fulcrum type to assure a non-rickety. D The base bracket material adopted a synthetic resin for the weight reduction. D The shift and select cable securing portions have been elastically supported to reduce contained sound. D A mass-filled shift knob has been adopted to minimize the binding touch at the time of a shift. CONSTRUCTION DIAGRAM Select cable Shift lever assembly Base bracket Shift cable

2-12 ACTIVE CENTER DIFFERENTIAL (ACD) AND ACTIVE YAW CONTROL (AYC) The LANCER EVOLUTION-VII adopts the newly developed active center differential (ACD). The driving performance of the ACD has been improved by varying the center differential drive by electronic control. The yaw moment is directly controlled by the active yaw control (AYC) adopted from EVOLUTION-V onwards to improve the turning performance. By combining and integratedly controlling these two systems, the driving performance has been further improved. RS, RS II ACD Option ACD and AYC Option OUTLINE OF CONTROL The following effects are obtained by equipping the ACD or ACD and AYC. State of vehicle ACD AYC Integrated control effects 1. During de- celeration (Before corners) Similar to the direct engagement 4WD by increasing the center differential during sharp decelera- tion to improve stability in decelera- tion. [When decelerated during turning] The driving power is moved to the inside turning wheel to reduce the tack in. Stability against various external influences such as poor road conditions and driver operations have been improved. 2. First half of turning (Corner en- trance) The center differential restriction is reduced according to the steering angle and operation speed to set the center differential as close as possible to the free state and improve turning performance. The driving power is moved to the outside turning wheel according to the steering angle and operation speed to improve the turning perfor- mance. The response to steering operations (brisk move- ment) is improved as much as possible. 3. Latter half of turning (Corner exit) The center differential restriction is enhanced according to the amount the acceleration is stepped to set similar effects as the direct engage- ment 4WD and improve the accel- eration performance. The driving power is moved to the outside turning wheel according to the amount the acceleration is stepped to decrease the acceleration understeer and improve turn- ing performance. Two elements (acceleration and turning) have been improved simultaneously. ACD: Free AYC: Turning 1. During deceleration 2. First half of turning ACD: Direct engagement AYC: Tack in deceleration (During deceleration when turning) 3. Latter half of turning AYC: Under steer deceleration ACD: Direct engagement

2-13 COMPONENT VIEW Hydraulic unit assembly ACD mode indicator lamp Steering wheel sensor Lateral G sensor Reserve tank Wheel speed sensor Longitudinal G sensor ABS-ECU 4WD-ECU Wheel speed sensor Throttle position sensor (TPS) Engine-ECU Parking brake switch ACD mode switch Stop lamp switch ACD transfer AYC torque transfer differential

2-14 LIST OF MAIN COMPONENTS Components Outline of function ACD transfer Controls the transmission torque of the hydraulic multi plate clutch by the hydraulic unit, and adjusts the center differential. 4WD-ECU Processes information of various sensors and switches, calculates the hydraulic multi plate clutch transmission torque and amount of AYC torque movement and direction, and controls the hydraulic unit on the basis of them. Engine-ECU Sends the engine idling state to the 4WD-ECU. ABS-ECU Outputs the ABS monitor signal to the 4WD-ECU. Throttle position sensor (TPS) Sends the throttle valve opening angle to the 4WD-ECU. Longitudinal G sensor Sends the acceleration in the front and rear directions of the vehicle to the 4WD-ECU. Lateral G sensor Sends the acceleration along the side of the vehicle to the 4WD-ECU. Steering wheel sensor Sends the steering angle and neutral position to the 4WD-ECU. Wheel speed sensor Sends the wheel speed to the 4WD-ECU. Stop lamp switch Sends the brake operating state to the 4WD-ECU. Parking brake switch Sends the operating state of the parking brake to the 4WD-ECU. ACD mode indicator lamp Displays the ACD control mode (TARMAC, GRAVEL, SNOW). p Lights the all mode lamp during fail. (Lights for about 1.5 seconds after the ignition switch is turned ON) ACD mode switch Switches the ACD control mode (TARMAC, GRAVEL, SNOW). Hydraulic it Pressure sensor Sends the pressure of the accumulator to the 4WD-ECU. y unit Electric pump Generates oil pressure for clutch operations. Directional valve Controls whether to supply the oil pressure to the left or right AYC clutch. Proportional valve Controls hydraulic supplied to hydraulic multi plate clutch of the ACD. Proportional valve Controls oil pressure supplied to the AYC clutch. Electric pump relay Supplies the power to the electric pump. AYC torque transfer differential Controls the transmission torque of the left and right clutches according to the oil pressure from the hydraulic unit, and adjusts the left and right driving power difference of the rear wheels.

2-15 OUTLINE OF ACD AND AYC Diagnostic connector Engine-ECU ACD mode switch Idling information Parking brake switch ACD mode indicator lamp ABS- ECU ABS monitor signal Wheel speed sensor Wheel speed sensor Wheel speed sensor Wheel speed sensor Wheel speed sensor *1 Wheel speed sensor *1 Wheel speed sensor *1 Wheel speed sensor *1 Longitudinal G sensor Lateral G sensor Stop lamp Steering wheel sensor Pressure sensor Throttle position sensor ECU power supply 4WD-ECU Direction valve*2 Proportional valve*2 (AYC) Steering wheel sensor Stop lamp switch ACD transfer Center differential Lateral G sensor Longitudinal G sensor AYC torque transfer differential *2 Hydraulic multi plate clutch Right clutch*2 Left clutch*2 Wheel speed sensor Wheel speed sensor Wheel speed sensor Wheel speed sensor Proportional valve*2 (AYC) Directional valve*2 Pressure sensor Electric pump Reservoir tank relay Hydraulic unit Accu- mulator Electric pump Proportional valve (ACD) Proportional valve (ACD) NOTE 1. *1 indicates equipped with only ACD. 2. *2 indicates equipped with ACD and AYC.

2-16 DESCRIPTION OF STRUCTURE AND OPERATIONS The ACD system adopts a transfer limited slip differential as the hydraulic multi plate clutch, and electronically controls it using sensors, 4WD-ECU, and hydraulic unit. NOTE Refer to P.2-30 for details on the AYC structure and operations. SYSTEM STRUCTURE Wheel speed sensor Longitudinal G sensor Lateral G sensor Steering wheel sensor Sensors (Electric pump with accumulator) Hydraulic unit 4WD-ECU ACD transfer Engine T/M TPS AYC torque transfer differential

2-17 TRANSFER LIMITED SLIP DIFFERENTIAL During acceleration and deceleration, the piston is moved in the right direction according to the oil pressure from the hydraulic unit to connect the hydraulic multi plate clutch (friction plate and disc) and set the center differential to the direct engagement state as much as possible. This improves the acceleration performance and stability during deceleration. During turning, the oil pressure from the hydraulic unit stops, the piston operates in the left direction to release the hydraulic multi plate clutch and free the center differential to improve the turning performance. If the parking brake is pulled while driving at a vehicle speed above 5 km/h, the hydraulic multi plate clutch will also be released and the center differential set as close as possible to the free state. Transfer hydraulic case Piston Thrust bearing Hydraulic multi plate clutch (Friction plate and disk) ACD transfer Hydraulic unit assembly A A Section A - A

2-18 HYDRAULIC UNIT The hydreaulic unit is composed of the accumulator (electric pump, pressure sensor, accumulator) and pressure controller (proportional valve, directional valve). The pressure accumulator intermittently operates the pump, and accumulates the control pressure required in the accumulator. The pressure controller operates the proportional valve and directional valve, and supplies the appropriate oil pressure to the ACD transfer or AYC torque transfer differential according to the signals from the 4WD-ECU. SPECIFICATIONS Specifications Specifications Electric pump Trochoidal type Operating oil ATF SP III Proportional valve Current proportional control type Directional valve 3 position electromagnetic switching method Wheel speed sensor Longitudinal G sensor Lateral G sensor Steering wheel sensor 4WD-ECU Engine-ECU ABS-ECU ACD mode indicator lamp Directional valve Proportional valve (AYC) Pressure sensor Electric pump relay Hydraulic multi plate clutch Right AYC clutch Accu- mulator Electric pump Hydraulic unit assembly Left ACD transfer Electronic control system Oil pressure control system Parking brake switch ACD mode switch Stop lamp switch TPS Proportional valve (ACD) Proportional valve Supplies the oil pressure required for ACD or AYC control according to the instructions of the 4WD-ECU. Proportional valve Proportional valve

2-19 When the proportional valve is OFF, the oil pressure from the electric pump will be cut off by the proportional valve. For this reason, oil pressure will be supplied to the ACD or AYC and each system will be set into the non-operating state. When the proportional valve turns ON, the proportional valve opens, and the oil pressure from the electric pump will be supplied to the ACD hydraulic multi plate clutch or AYC directional valve. Directional valve Supplies the oil pressure required for controlling the AYC clutch according to the instructions of the 4WD-ECU. When the directional valve is OFF, the oil pressure from the proportional valve will be cut off by the directional valve. For this reason, the clutch will set into the non-operating state without oil pressure supplied to each clutch of the AYC. When oil pressure supply signal for the AYC clutch is sent to the directional valve from the 4WD-ECU, the directional valve will move to the right. As a result, the oil pressure from the proportional valve will be supplied to the AYC clutch . If the oil pressure supply signal to the AYC clutch is sent to the directional valve, the directional valve will move to the left. From electric pump Proportional valve (OFF) From electric pump Return To ACD hydraulic multi plate clutch or AYC directional valve Proportional valve (ON) Directional valve From proportional valve Directional valve (OFF) To clutch To clutch From proportional valve Directional valve (Right side: ON) To clutch To clutch

2-20 ELECTRONIC CONTROL SYSTEM THROTTLE POSITION SENSOR For detecting the throttle valve opening angle. Also used as throttle position sensor for engine control. LONGITUDINAL G SENSOR/LATERAL G SENSOR The longitudinal G sensor are sensors detecting the acceleration in the longitudinal directions of the vehicle, and are basically the same as those used conventionally. The lateral G sensor is used for detecting the acceleration along the sides of the vehicle by changing the installing direction by 90° . The same sensor as the longitudinal G sensor is used. G-sensor output characteristics Output voltage (V) Acceleration speed (G) Deceleration speed (G) 1.0 0 1.0 1.0 1.5 1.5 1.5 2.5 3.5 4.0 Parking brake lever Lateral G sensor Longitudinal G sensor STEERING WHEEL SENSOR The steering wheel sensor is installed at the steering column, and is used to output steer angles to the 4WD-ECU as signals. It is composed of the slit plate which rotates according to the movements of the handle and a three-set photointerruptor. The slit plate and photointerruptor have a sealed integrated structure to prevent the invasion of foreign particles as well as misoperations by external light. To detect malfunctions of the sensor output circuit, it is equipped with a zener diode for detecting disconnections parallel to the phototransistor. The ECU calculates the steering angle by reading the signals of the steering wheel sensor after every certain period of time and calculating the total of the ST-1 signal and ST-2 signal. The steering angle is obtained by taking the neutral position (ST-N output is L center) as 0° , and if there are changes, the steering angle is added with 2° for right and -2° for left. The output of the photointerruptor becomes L (low) when light passes through and H (high) when obstructed.

2-21 Slit plate Slit plate Neutral position detection slit Photointerruptor (ST-1) Photointerruptor (ST-2) Photointerruptor (ST-N) Light-emitting diode Photo-transistor Zener diode for disconnec- tion detection Slit Output waveform of each sensor V V V ST-1 ST-2 ST-N H H H L L L N (Neutral point) 4° 4° 2° 4° 4° 11° θ Steering wheel sensor θ θ WHEEL SPEED SENSOR Sensor for detecting each wheel speed. It is the same as that conventionally adopted for the ABS. For vehicle with ACD and AYC, the wheel speed sensor signal waveform-shaped by the ABS-ECU is input to the 4WD-ECU. Wheel speed sensor Wheel speed sensor

2-22 ACD MODE SWITCH When the ACD mode switch is pressed, the mode switches to TARMAC, GRAVEL, or SNOW. ACD mode TARMAC GRAVEL SNOW Good condi- tion roads Dry paved roads Wet roads, gravel roads Snowy roads ACD MODE INDICATOR LAMP For about 1.5 seconds after the Ignition switch is turned ON, all ACD mode indicator lamps will light up. When the ACD mode switch is pressed, each mode (TARMAC, GRAVEL, SNOW) will light up alternately. When the ACD or AYC malfunctions, all mode indicators will light up (until the ignition switch goes OFF*). NOTE *: When the vehicle is determined as having returned to normal according to the malfunction, the lamps will also be returned to their normal states. PRESSURE SENSOR Detects the pressure of the accumulator, and sends the signal to the 4WD-ECU. The 4WD-ECU controls the operations of the electric pump on the basis of this signal. ELECTRIC PUMP RELAY Supplies power to the electric pump according to the signal from the 4WD-ECU. 4WD-ECU Determines the driving state, vehicle state, and road state according to the inputs of each sensor, idling information from the engine-ECU, and ABS monitor signal from the ABS-ECU to control the hydraulic unit. The 4WD-ECU also has a diagnosis function which lights up all the ACD mode indicator lamps during malfunctions. ACD mode switch ACD mode indicator lamp Pressure sensor Hydraulic unit assembly Electric pump relay 4WD-ECU Door check

2-23 The terminals of the 4WD-ECU are arranged as follows. 1. Proportional valve 2. - 3. Proportional valve *1 4. - 5. - 6. Wheel speed sensor 7. Wheel speed sensor 8. Wheel speed sensor 9. Wheel speed sensor 10. Pressure sensor earth 11. Lateral G sensor 12. - 13. 4WD-ECU power supply 14. Directional valve *1 15. Directional valve *1 16. Electric pump relay power supply 17. - 18. - 19. Wheel speed sensor earth *2 20. Wheel speed sensor earth *2 21. Wheel speed sensor earth *2 22. Wheel speed sensor earth *2 23. Longitudinal G sensor 24. Longitudinal G sensor and lateral G sensor earth *2 25. - 26. ECU earth 31. ECU backup power supply 32. Pressure sensor 33. Steering wheel sensor 34. Steering wheel sensor 35. Diagnosis data input/output 36. Idle switch 37. Parking brake switch 38. Stop lamp switch 39. TPS 40. ACD mode indicator lamp 41. - 42. ECU earth 43. Pressure sensor power supply 44. Steering wheel sensor 45. - 46. Diagnostic control 47. ACD mode switch 48. - 49. ABS monitor *1 50. Earth*2 51. ACD mode indicator lamp 52. ACD mode indicator lamp NOTE 1. *1 indicates that the terminal is omitted if only ACD is equipped. 2. *2 indicates that the terminal is added if only ACD is equipped. DIAGNOSIS ITEMS Code No. Diagnosis Item Mode indica- tor lamp (f: all lit, – : normally displayed) Main diagnosis details 12 Power supply voltage (Valve power supply) f Open-circuit, short-circuit of power supply voltage system, or drop in voltage 13 Fail save relay f Open-circuit or short-circuit of ECU equipped fail save relay 21 Wheel speed sensor f Open-circuit or short-circuit of wheel speed sensor system 22 Wheel speed sensor f Open-circuit or short-circuit of wheel speed sensor system 23 Wheel speed sensor f Open-circuit or short-circuit of wheel speed sensor system 24 Wheel speed sensor f Open-circuit or short-circuit of wheel speed sensor system 25 Wheel speed sensor - Equipped with step-bore tire 26 p f Wheel speed sensor defect 31 Steering wheel sensor f Steering wheel sensor system opened or short-circuit

2-24 Code No. Main diagnosis details Mode indica- tor lamp (f: all lit, – : normally displayed) Diagnosis Item 32 Steering wheel sensor ST N f Steering wheel sensor system short-circuit 33 g f Fixing of steering wheel sensor system 34 Steering wheel sensor f Short-circuit or fixing of output of steering wheel sensor system 41 TPS f Open-circuit or grounding of TPS system 42 f Short-circuit of TPS system 45 Pressure sensor f Open-circuit or short-circuit of pressure sensor system 46 f Earth open-circuit of pressure sensor system 47 f Power supply defect of pressure sensor system 51 Longitudinal G sensor f Open-circuit and short-circuit of longitudinal G sensor system 52 g f Longitudinal G sensor defect 56 Lateral G sensor f Open-circuit or short-circuit of lateral G sensor 57 f Lateral G sensor defect 61 Stop lamp switch f Open circuit of stop lamp switch system 62 ACD mode switch f ACD mode switch is stuck 63 Parking brake switch f Short-circuit of parking brake switch or it has not been returned to designated position 65 ABS f Open-circuit of ABS monitor system or malfunction of ABS 71 Proportional valve f Open-circuit or short-circuit of proportional valve system 72 Directional valve f Open-circuit or short-circuit of directional valve system 73 Directional valve f Open-circuit or short-circuit of directional valve system 74 Proportional valve f Open-circuit or short-circuit of proportional valve system 81 Electric pump relay f Open-circuit or short-circuit of electric pump relay system 82 p p y f Electric pump malfunction or pressure sensor defect 84 AYC control f AYC control defect 85 ACD control f ACD control defect

2-25 SERVICE DATA Item No. Item Unit 01 Wheel speed sensor km/h (Displayed for every 1 km/h) 02 Wheel speed sensor km/h (Displayed for every 1 km/h) 03 Wheel speed sensor km/h (Displayed for every 1 km/h) 04 Wheel speed sensor km/h (Displayed for every 1 km/h) 05 Wheel speed sensor (0.2 km/h) km/h (Displayed for every 0.2 km/h) 06 Wheel speed sensor (0.2 km/h) km/h (Displayed for every 0.2 km/h) 07 Wheel speed sensor (0.2 km/h) km/h (Displayed for every 0.2 km/h) 08 Wheel speed sensor (0.2 km/h) km/h (Displayed for every 0.2 km/h) 09 Vehicle speed km/h 10 Battery voltage V 11 Proportional valve current mA 12 Proportional valve current mA 13 TPS voltage mV 14 Longitudinal G sensor voltage V 15 Lateral G sensor voltage V 16 Steering angle deg 17 Steering angle speed deg/s 18 Pressure sensor MPa 19 Pressure sensor power supply V 20 Valve power supply V 21 Steering wheel sensor voltage V 22 Steering wheel sensor voltage V 23 Steering wheel sensor voltage V 51 Idle switch ON/OFF 52 Steering wheel sensor ON/OFF 53 Steering wheel sensor ON/OFF 54 Steering wheel sensor ON/OFF 55 Steering wheel sensor learning ON/OFF 56 Stop lamp switch ON/OFF 57 Motor monitor ON/OFF 58 Oil pressure state HIGH/LOW 59 Directional valve ON/OFF 60 Directional valve ON/OFF 61 ABS monitor ON/OFF 62 Parking brake switch ON/OFF 63 ACD mode switch ON/OFF

2-26 ACTUATOR TEST Item No. Content Drive Specifications Driving time Check 01 Bleeding Outputs current to the proportional valve accord- ing to the steering angle. 5 minutes Check that no air is discharged from the bleeder screw installed on the ACD transfer. 02 Bleeding Outputs current to the proportional valve accord- ing to the steering angle to operate the direction valve. 5 minutes Check that no air is discharged from the bleeder screw installed on the AYC torque transfer differential. 03 Oil amount check Operates the directional valve to the left and right. 20 sec- onds Check the oil amount of the reservoir tank. 04 Electric pump drive Operates the electric pump for 5 seconds. To end of operations Check the operating state from the operation sound of the electric pump. 05 ACD clutch op- eration check Operates the proportional valve to supply maximum oil pressure to the multi plate clutch. 1 minute With the vehicle lifted up, check the operating state according to the speed difference between the front and rear wheels. 06 AYC clutch op- eration check Operates the directional valve, and supplies maxi- mum oil pressure to the left side clutch. 1 minute With the vehicle lifted up, check the operating state according to the speed difference between the front and rear wheels. 07 AYC clutch op- eration check Operates the directional valve, and supplies maxi- mum oil pressure to the right side clutch. 1 minute With the vehicle lifted up, check the operating state from the speed difference between the left and right rear wheels. 08 Control OFF Turns OFF the electric pump relay, and ACD control and AYC control. - Check the difference between control ON and OFF in actual driving.

Propeller Shaft POWER TRAIN - Propeller Shaft 2-27 PROPELLER SHAFT 3 way split 4-joint type propeller shaft with center bearing is adopted. SPECIFICATIONS Item Vehicles without AYC Vehicles with AYC Propeller shaft Type 3 way split 4-joint type propeller shaft shaft Length × Outside diameter mm Front 608.5 × 65 diameter mm Center 551 × 65 Rear 750.5 × 65 768.5 × 65 Universal joint Type No.1 Cross type (caulking method) joint No.2 Cross type (caulking method) No.3 Constant velocity type (LJ) No.4 Cross type (caulking method) Bearing Lubricationless type needle roller bearing Journal diameter mm 16.3 NOTE The propeller shaft length indicates the length between the centre points of each joint. CONSTRUCTION DIAGRAM Front propeller shaft Rear propeller shaft Center propeller shaft Sleeve yoke No.1 joint No.2 joint No.4 joint No.3 joint (LJ) Center bearing

2-28 FRONT AXLE The front axle consists of front hubs, knuckles, wheel bearings and drive shafts, and it has the following features. D The wheel bearing is unit bearing (Double-row angular contact ball bearing) which is integrated with hub. D The drive shaft incorporates B.J.-T.J. type constant velocity joints with high transmission efficiency and low vibration and noise. D ABS rotors for detecting the wheel speeds are press-fitted to the B.J. outer wheels in vehicles with ACD or ABS. NOTE 1. B.J.: Birfield Joint 2. T.J.: Tripod Joint SPECIFICATIONS Item Specifications Wheel bearings Wheel bearing type Hub unit bearing (Double-row angular contact ball bearing) g Bearing (outside diameter) mm 87*1 Drive shaft Joint type Outside B.J. shaft Inside T.J. Shaft length*2 × Shaft diameter mm Left 350 × 26 Right 427 × 26 NOTE *1: The wheel bearing is integrated with hub,only the outer diameter is shown. *2: The shaft length indicates the length between the center points of each joint. STRUCTURAL DIAGRAM B.J. T.J. Knuckle Output shaft Strut assembly Drive shaft Wheel bearing Front hub T.J.(L.H.) Output shaft T.J.(R.H.)

2-29 REAR AXLE The rear axle consists of rear hubs, wheel bearings, drive shafts, and rear differentialand, it has the following features. D The wheel bearing is a unit bearing (double-row angular contact ball bearing). D The drive shaft incorporates B.J.-T.J. type constant velocity joints with high transmission efficiency and low vibration and noise. D ABS rotors for detecting the wheel speeds are press-fitted to the B.J. outer wheels in vehicles with ACD or ABS. NOTE 1. B.J.: Birfield Joint 2. T.J.: Tripod Joint SPECIFICATIONS Item Vehicles without AYC Vehicles with AYC Wheel bearings Wheel bearing type Unit bearing (Double-row angular contact ball bearing) g Bearing (outside diameter × inside diameter) mm 78 × 40 Drive shaft Joint type Outside B.J. shaft Inside T.J. Shaft length*1 × Shaft diameter mm Left 483 × 25 426 × 25 mm Right 573 × 25 446 × 25 NOTE *1: The shaft length indicates the length between the center points of each joint. STRUCTURAL DIAGRAM Oil seal Rear hub Differential carrier B.J. Drive shaft T.J.

2-30 DIFFERENTIAL Mechanical type Limited Slip Differential or Torque transfer differential is adopted. About the structure of AYC, refer to P.2-3, manual transmission. MECHANICAL LIMITED SLIP DIFFERENTIAL SPECIFICATIONS Item Mechanical LSD Reduction gear type Hypoid gear Reduction ratio 3.312 Differential gear type (Type × b f ) Side gear Straight bevel gear × 2 g yp ( yp number of gears) Pinion gear Straight bevel gear × 4 Number of teeth Drive gear 43 Drive pinion 13 Side gear 14 Pinion gear 10 Bearings (Outside diameter × I id di t ) Side 72.0 × 35.0 g ( Inside diameter) mm Front 62.0 × 25.0 Rear 72.0 × 35.0 CONSTRUCTION DIAGRAM Differential carrier

2-31 TORQUE TRANSFER DIFFERENTIAL The torque transfer differential consists of differential mechanism,acceleration/decelation gear and two pairs of wet multi-plate clutch. The hipoid gear oil is used to lublicate differential part, ATF-SP III is used to lublicate torque movement part (acceleration/decelation gear and clutch). Differential mechanism L.H. clutch Wet multi-plate clutch R.H. clutch Reductiongear Overdrive gear Input gear Acceleration/decelation gear DIFFERENTIAL MECHANISM When the vehicle turns, admits the revolution difference between inner race and outer race. ACCELERATION/DECELATION GEAR Have the revolution speed of right and left wet multi-plate clutch to accelerate or decelate as oposed to the revolution speed of right wheel. WET MULTI-PLATE CLUTCH Have the torque to move from high speed wheel to low speed wheel. L.H. clutch operate: decelation geer have the torque to move R.H. wheel to L.H. wheel. R.H. clutch operate: accelelation geer have the torque to move L.H. wheel to R.H. wheel. The movement of torque is dependence on pushing force of the clutch.

2-32 TORQUE TRANSFER DIFFERENTIAL MECHANISM When high speed clutch is pushed, the driving power always moves from high speed side to low speed side, and controls the driving power with the aid of the property which the movement of driving power is proportional to the pushing force of clutch. In torque transfer differential, acceleration/decelation gear always engages, and towerd to input speed from the differential case, L.H. clutch engaging decelation gear is revolutes in low speed, R.H. clutch engaging accelelation gear is revolutes in high speed. In the other hand, the housing side of R.H/L.H. clutch is integlated to rear R.H. axle, if R.H. or L.H. clutch is opelated, the driving power can be moved to right or left. THE FLOW OF DRIVING POWER (1) L.H.CLUTCH OPERATE In order to boost the driving power of L.H. wheel, when L.H.clutch is operated,a part of the driving power of R.H. wheel flows to the differential case, the driving power of L.H. wheel is boosted. The result of this, the yaw moment occures in a right to the vehicle. (2) R.H.CLUTCH OPERATE In order to boost the driving power of R.H. wheel,when R.H.clutch is operated, a part of the driving power of L.H. wheel flows to the differential case, the driving power of R.H. wheel is boosted. The result of this, the yaw moment occures in a left to the vehicle. High speed side Low speed side Pushing force Driving power moves Pushing force Acceleration gear Decelation gear L.H. Clutch R.H. Clutch Differential case L.H.clutch Driving power (small) Driving power (large) Yaw moment Turning direction R.H. clutch Driving power (small) Driving power (large) Yaw moment Turning direction

2-33 DIFFERENTIAL MOUNT The front of differential carrier is suported with the differential support member via the differential mount bracket with insulator,and the rear is suported with the differential support arm. The front of torque transfer differential is supported with the differential support member with insulator via the differential mount bracket,and the rear is supported with the differential mount bracket and the differential support arm. Differential support member Insulator Differential support arm Differential mount bracket Toe control bar Differential support arm Differential mount bracket Insulator Differential mount bracket (R.H.) Differential mount bracket (L.H.) Differential support member

Features 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT SUSPENSION 2 . . . . . . . . . . . . . . . . . . Features 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 3 . . . . . . . . . . . . . . . . . . . . Specifications 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower Arm 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stabilizer Bar 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . REAR SUSPENSION 5 . . . . . . . . . . . . . . . . . . . Features 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 5 . . . . . . . . . . . . . . . . . . . . Specifications 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . WHEEL AND TYRE 7 . . . . . . . . . . . . . . . . . . . . . Features 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specifications 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER STEERING 8 . . . . . . . . . . . . . . . . . . . . Features 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specifications 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 9 . . . . . . . . . . . . . . . . . . . . Steering Wheel 10 . . . . . . . . . . . . . . . . . . . . . . . . . . Steering Shaft and Column 10 . . . . . . . . . . . . . . . . Oil Pump 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Steering Fluid Cooler Tube 12 . . . . . . . . . . Steering Gear 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKES 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Features 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 15 . . . . . . . . . . . . . . . . . . . . SERVICE BRAKES 16 . . . . . . . . . . . . . . . . . . . . . Specifications 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Cylinder 17 . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Booster 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . Disc Brakes 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake Line 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-WHEEL ANTI-SKID BRAKING SYSTEM (4ABS) 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Features 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specifications 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 21 . . . . . . . . . . . . . . . . . . . . System Configuration Diagram 22 . . . . . . . . . . . . . ABS Electrical Circuit Diagram 23 . . . . . . . . . . . . . Sensors 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuators 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABS-ECU 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Operation 27 . . . . . . . . . . . . . . . . . . . . . . . . PARKING BRAKE 27 . . . . . . . . . . . . . . . . . . . . . . Features 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Construction Diagram 27 . . . . . . . . . . . . . . . . . . . .

Suspension/Front Suspension 3-2 SUSPENSION The suspension which has been adjusted to new body dimension with the optimal tuning has im- proved its cornering ability. A McPherson strut-type suspension has been used at the front, and a multi-link suspension has been used at the rear. FEATURES High Steering Stability 1. Suspension geometry optimized by linearisation of toe change, etc. 2. Wider tread 3. Optimized the roll center height 4. Increased the suspension stroke of the compressed side 5. Increased the lateral rigidity equipped with crossmember bars and flatted crossmember 6. Damping forces of front struts and rear shock absorbers as well as their coil springs’ characteristics optimized 7. Optimized suspension bushings Enhanced Riding Comfort 1. Increased the suspension stroke of the compressed side 2. Damping forces of front struts and rear shock absorbers as well as their coil springs’ characteristics optimized 3. Spring characteristics of bump rubber optimized 4. Characteristics of suspension bushings optimized Reduced road noise 1. Increased the volume of stabilizer bushings 2. Adoption of two mounting bolts to the stabilizer bracket FRONT SUSPENSION FEATURES A McPherson strut independent suspension-type suspension has been adopted as the front suspension. It has improved its limitation of capacity as well as securing the sufficient lateral rigidity and rolling rigidity as a high performance vehicle. D With widened tread and optimized roll center height, the cornering performance from initial responce to limited performance has been improved. D Adopted the two-stage selectable structuare of camber angle according to driving mode like EVOLUTION-VI. D Stabilized the vehicle behavior during cornering by lowering the installation position of the steering gear box with linear toe change. D Increased the horizontal strength, improved the steering feeling and the rigidness at the time of cornering by making the cross member flat and connecting two reinforced bars (crossmember bar) at the installation part of the both right and left lower arms. D Improved the cornering limitation with improved adhesion at the time of rolling by increasing bump strokes. D Achieved the weight reduction being equipped with aluminium lower arm like EVOLUTION-VI. D Improved reliability by making the size of mounting bolts larger at the front and rear bushing installation parts of lower arm. D Improved the stroke feeling by replacing the rear bushings of the lower arm with the pillow ball bushing with rubber. D Restricted the useless movement of lower arm equipped with stopper rubber at the front and rear bushing mounting parts of the lower arm. D Improved the reliability and steering feeling by reducing friction as well as making the ball size of lower arm ball joint larger. D Improved the camber rigidity by adopting an inverted strut like EVOLUTION-VI. D Improved the steering stability by optimizing the damping force of shock absorbers and spring constants of coil springs. D Adopted a strut insulaor with previous results like EVOLUTION-VI. D Prevented the occurance of unusual noise by increasing the volume of stabilizer bushing. D Prevented the occurance of unusual noise caused by lateral sliding of brackets with installation of two mounting bolts to the stabilizer bracket.

Front Suspension 3-3 CONSTRUCTION DIAGRAM Stabilizer bar Coil spring Strut assembly (shock absorber) Crossmember Lower arm Strut insulator Stabilizer link Lower arm bushing (Pillow ball bushing with rubber) Crossmember bar SPECIFICATIONS SUSPENSION SYSTEM Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI Tommi Makinen Edition Suspension method McPherson strut with coil springs McPherson strut with coil springs WHEEL ALIGNMENT Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI Tommi Makinen Edition Tarmac suspension Normal suspension Camber (selectable from 2 options) -1_00’* or -2_00’ -1_10’* or -2_10’ -1_00’* or -2_00’ Caster 3_55’ 4_24’ 3_54’ Kingpin inclination 13_45’ 14_48’ 14_18’ Toe-in 0 0 0 NOTE *: The factory shipped camber value is indicated.

Front Suspension 3-4 COIL SPRING Item Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-ⅥTommi Makinen Edition RS (standard), RS-II RS (option) Tarmac suspension Normal suspension Wire diameter mm 14 14 14 14 Average diameter mm 155 155 155 155 Free length mm 281 275 273 296 LOWER ARM Like Lancer EVOLUTION-VI Tommi Makinen Edition, an aluminium forged lower arm has been adopted and the followings are improved. D Enlarging the size of mounting bolts at the front and rear sides of crossmember mounting section on lower arm has increased reliability. D Improved the stroke feeling by installing a pillow ball bushing with rubber at the rear bushing. D Improved the reliability and steering feeling by reducing friction as well as making the ball size of the ball joint larger. D Restricted the useless movement of lower arm equipped with stopper rubber at the front bushing mounting parts of the lower arm. Lower arm Lower arm Lower arm Stopper rubber Front of vehicle Pillow ball bushing Rubber part Enlarged ball diameter

Front Suspension/Rear Suspension 3-5 STABILIZER BAR Following modifications have been made to Lancer EVOLUTION-VI Tommi Makinen Edition. D Prevents the occurance of unusual noise by increasing the volume of stabilizer bushing. D Prevents the occurance of unusual noise caused by lateral sliding of brackets with installation of two mounting bolts to the stabilizer bracket. Stabilizer bar Stabilizer bar bushing Increased volume Mounting bolt Front of vehicle REAR SUSPENSION FEATURES A multi-link suspension which is developed with intention of performance improvement for racing use has been adopted. Yet this suspension is basically the same type as current Lancer EVOLUTION-VI Tommi Makinen Edition, but the following points have been improved. D By widening tread (10 mm) and optimizing roll center height, the cornering performance from initial responce to limited performance has been improved. D By increasing bump strokes (10 mm) adhesion at the time of rolling and cornering limitation has been improved. D By optimizing the damping force of shock absorbers, spring constants of coil springs and bushing characteristics, the cornering performance from initial responce upto limited performance has been improved. CONSTRUCTION DIAGRAM Upper arm Toe control arm Trailing arm Lower arm Toe control bar Coil spring Differential support member Crossmember Shock absorber Differential support arm Stabilizerbar

Rear Suspension 3-6 SPECIFICATIONS SUSPENSION SYSTEM Item Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ Tommi Makinen Edition Suspension method Multi-link Multi-link WHEEL ALIGNMENT Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ Tommi Makinen Edition Camber - 1_00’ - 1_00’ Toe-in 3 3 COIL SPRING Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-ⅥTommi Makinen Edition Vehicles without AYC Vehicles with AYC Vehicles without AYC Vehicles with AYC RS (standard) RS (option) RS-II RS RS-II (standard) RS-II (option) Wire diameter mm 9 - 12 12 12 9 - 12 10 - 12 10 - 12 Average diameter mm 88 88 88 88 88 88 Free length mm 287 281 284 284 274 279

Wheel and Tyre 3-7 WHEEL AND TYRE FEATURES Following modifications have been made to Lancer EVOLUTION-VI Tommi Makinen Edition to improve the vehicle performance. D Exclusively to EVOLUTION-VII 17-inch tyre has been newly developed by widening the tyre width from 225mm to 235mm and the limit performance has been improved by getting better grip at the time of high G cornering. D Equipped with 205/65R15 94H tyre D Exclusively to EVOLUTION-VII 17-inch aluminium wheel has been newly deeveloped by widening rim width from 7 1/2JJ to 8JJ D Equipped with a strong type steel wheel with previous results 17-inch Aluminium Wheel (17×8JJ) Steel Wheel (15×6JJ) SPECIFICATIONS Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ Tommi Makinen Edition RS (standard) RS (option), RS- II Standard Option Wheel Type Steel type Aluminium type Steel type Aluminium type Size 15 × 6JJ 17 × 8JJ 15 × 6JJ 17 × 7 1/2JJ Amount of wheel offset mm 46 38 46 38 Pitch circle diameter (P.C.D.) mm 114.3 114.3 114.3 114.3 Tyre Size 205/65R15 94H 235/45ZR17 205/60R15 91H 225/45ZR17 Spare wheel Type Steel type Steel type Steel type Steel type p Size 16 × 4T 17 × 4T 16 × 4T 16 × 4T Amount of wheel offset mm 40 30 40 40 Pitch circle diameter (P.C.D.) mm 114.3 114.3 114.3 114.3 Spare tyre (High pressure) Size T125/70D16 T125/70D17 T125/70D16 T125/70D16

3-8 POWER STEERING FEATURES To improve steering feeling and response of the steering system, the following steering system has been adopted. D The system has been equipped with the MOMO leather 3-spoke-type steering wheel with built-in SRS airbag. D A steering column with a shock absorbing mechanism and a tilt steering mechanism has been adopted. D Integral-type rack and pinion gear with high rigidity and excellent response has been adopted. D A variable capacity pump has been adopted to reduce power losses and improve fuel consumption. When the engine speed increases, the pump chamber capacity is reduced proportionally so that only the necessary amount of power steering fluid is discharged. D Improved the cooling efficiency of power steering fluid by adopting a cooler tube to the fluid line. SPECIFICATIONS Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-ⅥTommi Makinen Edition Steering wheel Type MOMO 3-spoke type MOMO 3-spoke type g Outside diameter mm 380 , 365 365 , 380 Maximum number of turns 2.1 2.1 , 2.3 Steering column Column mechanism Tilt steering Tilt steering Power steering type Integral type Integral type Oil pump Type Variable capacity type (vane pump) Variable capacity type (vane pump) Basic discharge amount cm3/rev. 9.6 7.2 Relief pressure MPa 8.3 - 9.0 8.3 - 9.0 Reservoir type Separate type Separate type Pressure switch Equipped Equipped Steering gear d li k Type Rack and pinion Rack and pinion g g and linkage Stroke ratio (Rack stroke/ Steering wheel Maximum turning radius) 68.61 62.89 Rack stroke mm 146 136 Steering angle Inner wheel 32° 33° g g Outer wheel 27° 28° Power steering fluid Specified lubricants Automatic transmission fluid DEXRON II Automatic transmission fluid DEXRON II Quantity dm3 Approximately 1.0 Approximately 1.0

3-9 CONSTRUCTION DIAGRAM Reservoir tank Reservoir tank Steering gear and linkage Return hose Suction hose Pressure hose Steering wheel Steering column and shaft Oil pump Assembly Steering gear and linkage Return hose Suction hose Pressure hose Steering wheel Steering column and shaft Oil pump Assembly Cooler tube Cooler tube

3-10 STEERING WHEEL There are two types of MOMO leather 3-spoke-type steering wheels (built-in SRS air bag) with different desigins. STEERING SHAFT AND COLUMN For the steering column, an impact absorbing mechanism which absorbs impact energy in the event of a collision as well as a tilt steering mechanism which enables the driver to obtain an optimum driving position have been adopted. Shaft sub assembly Pipe sub assembly Tilt bracket (B) Tilt bracket (A) Tilt lever Steering shaft

DRIVE CONTROL COMPONENTS - Power Steering 3-11 SHOCK ABSORBING MECHANISM 1. Primary impact When the vehicle collides with something and there is a load added to the shaft sub assembly from the gearbox, the shaft sub assembly slides above the pipe sub assembly to absorb the shock load. This prevents the steering column from moving backwards during the impact. 2. Secondary impact (1) When the driver falls against the developed air bag, the tilt bracket(A) moves forwards by shearing the polyacetal resin, causing the steering column assembly to move forward. BEFORE COLLISION AFTER COLLISION Shaft sub assembly Pipe sub assembly Tilt bracket(A) Polyacetal resin Steering column mounting bolt Steering column assembly Section A – A Section B – B A A B B Impact load BEFORE COLLISION AFTER COLLISION

3-12 (2) At the same time that tilt bracket (A) separates, the clevis pin comes out of the U-section groove in the tilt plate, allowing the steering column assembly to move forward. OIL PUMP The oil pump is a vane type with a fluid flow control system which functions so that the steering wheel turning effort will be reduced at low engine speeds and it will be appropriately increased at higher speeds. The following modifications have been made to Lancer EVOLUTION-VI Tommi Makinen Edition. D By increasing the basic discharge amount from 7.2 cm3/rev. to 9.6 cm3/rev., the assist shortage at idle has been improved. D By increasing the diameter of the pully shaft bearing and the pump body rigidity , the pump noise has been relieved reducing vibration occurance. POWER STEERING FLUID COOLER TUBE The cooling efficiency of power steering fluid has been improved by adopting a cooler tube to the fluid line. Clevis pin U-section groove Steering column assembly Tilt plate Tilt bracket (B) BEFORE COLLISION AFTER COLLISION Cooler tube

3-13 STEERING GEAR D Using the following parts have contributed to save weight; an aluminium steering gear and linkage valve housing, a plastic tie-rod bellows, and the hollow-type tie-rod stud. D The installation accuracy, rigidity and steering stability have been improved by using an eye bushing, which secures the steering gear to the crossmember. Valve housing Gear housing Crossmember Tierod bellows Inner pipe Bushing Crossmember Gear housing Hollow Steering gear and linkage

3-14 BRAKES The brake system has been designed to give greater reliability and durability and to provide excellent braking performance. FEATURES 1. A 4-wheel anti-skid braking system (4ABS) has been adopted to prevent slipping caused by the vehicle wheels locking up in order to maintain an appropriate braking distance, and also to maintain a stable vehicle posture and steering performance. 2. Adoption of an electronic brake-force distribution(EBD) which makes it possible to maintain the maximum amount of braking force even when the vehicle’s load is unevenly distributed. 3. A rear wheel early lock-prevention proportioning valve has been adopted. 4. Front- and rear-wheel X-type brake line layout has been adopted. 5. Ventilated discs have been adopted in order to improve anti-fading performance. 1. A 8+9-inch brake booster has been adopted to provide large braking force with a small pedal depression force. 2. 15-inch ventilate disc brakes have been adopted to provide stable braking force and improved braking feel. 3. 17-inch front ventilate disc brakes have been adopted to provide stable braking force and improved braking feel. 4. 16-inch rear ventilate disc brakes have been adopted to provide stable braking force and improved braking feel. Improved braking perfor- mance 1. A diagnosis function has been adopted for the ABS system in order to make inspection easier. 2. An outer disc method separated hub and rotor has been adopted to make removal and installation easier. 3. The master cylinder reservoir tank cap has been coloured white to make identification easier. 4. The ABS-ECU and hydraulic unit have been integrated to make them more compact and lightweight. Improved serviceability Improved stability

3-15 CONSTRUCTION DIAGRAM Brake booster* Rear disc brake Parking brake Front disc brake Master cylinder* Hydraulic unit* Brake booster* Rear disc brake Parking brake Front disc brake Master cylinder and proportioning valves* NOTE For R.H. drive vehicles, only the position indicated by the * is symmetrical.

3-16 SERVICE BRAKES SPECIFICATIONS Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI Tommi Makinen Edition Master cylinder Type Tandem type Tandem type cylinder I.D. mm 26.9 26.9 Brake booster Type Vacuum type, tandem Vacuum type, tandem booster Effective dia. of power cylinder mm 205 + 230 180 + 205 Boosting ratio 4.5 (Pedal depressing force: 230 N) 4.5 (Pedal depressing force: 230 N) Rear wheel hydraulic control method Electronic brake-force distribution (EBD) or Proportioning valves Proportioning valves Front brakes Type Floating caliper, 2 piston, ventilated disc Floating caliper, 2 piston, ventilated disc Disc effective dia. ¢ thickness mm 227 ¢ 24 227 ¢ 24 Wheel cylinder I.D. mm 42.9 (¢2) 42.9 (¢2) Pad thickness mm 10.0 10.0 Clearance adjustment Automatic Automatic Front brakes 4 opposed piston, ventilated disc RS-II> Disc effective dia. ¢ thickness mm 263 ¢ 32 263 ¢ 32 Wheel cylinder I.D. mm 40.0 (¢2), 46.0 (¢2) 40.0 (¢2), 46.0 (¢2) Pad thickness mm 10.0 10.0 Clearance adjustment Automatic Automatic Rear brakes Type Floating caliper, 1 piston, ventilated disc Floating caliper, 1 piston, ventilated disc Disc effective dia. ¢ thickness mm 237 ¢ 20 237 ¢ 20 Wheel cylinder I.D. mm 34.9 34.9 Pad thickness mm 10.0 10.0 Clearance adjustment Automatic Automatic Rear brakes 2 opposed piston, ventilated disc RS-II> Disc effective dia. ¢ thickness mm 252 ¢ 22 252 ¢ 22 Wheel cylinder I.D. mm 40.0 (¢2) 40.0 (¢2) Pad thickness mm 9.0 9.0 Clearance adjustment Automatic Automatic Brake fluid DOT3 or DOT4 DOT3 or DOT4

3-17 MASTER CYLINDER The master cylinder is a tandem-type, with a structure that emphasises safety. Reserve tank Primary piston assembly Piston retainer Master cylinder body Secondary piston assembly BRAKE BOOSTER A 8+9-inch tandem-type brake booster has been adopted. Barometricpressure chambers Reaction disc Rear diaphragm Operating rod Booster return spring Front diaphragm Push rod

3-18 DISC BRAKES Brakes with the following specifications have been adopted. D V5-W43 2-piston ventilate discs for front brakes D V5-S35 1-piston ventilate discs for rear brakes D Brembo V7-Z4046 4-opposed-piston ventilate discs for front brakes D Brembo V6-X40 2-opposed-piston ventilate discs for rear brakes D An outer disc method in which the wheels and discs are tightened together has been adopted to improve the ease of brake disc removal and installation. D The brake pads are equipped with mechanical-type audible wear indicators to notify the driver when the usage limit (2 mm) has been reached. D Split fins adopted as the disc fins to improve cooling performance NOTE Brembo is an italian component maker whose name and products are well known in the motorsports world. DISC BRAKES A B View A View B Front of vehicle Front of vehicle Pads Pads

3-19 DISC BRAKE NOMENCLATURE No. Item Contents 1 Brake disc type V: Ventilated 2 Brake size (Minimum applicable disc wheel) 5: 15-inch 6: 16-inch 7: 17-inch 3 No. of pistons S: 1 piston (floating type) W: 2 piston (floating type) X: 2 piston (opposed type) Z: 4 piston (opposed type) 4 Piston size (rounded to nearest integer) 35: φ35 mm 40: φ40 mm 43: φ43 mm 46: φ46 mm BRAKE LINE PROPORTIONING VALVE A proportioning valve has been adopted to prevent early locking of the rear wheels, in order to provide improved stability during braking. NOTE In terms of structure and operation, the proportioning valve is basically the same as that of the 1999 SPACE RUNNER/SPACE WAGON. O-ring Valve U-packing Plate Seal Sleeve Guide Spring From master cylinder rear brake system To rear brake 1 V 7 – Z 40 46 2 3 4

4ABS 3-20 4-WHEEL ANTI-SKID BRAKING SYSTEM (4ABS) FEATURES ABS has been adopted as optional equipment in RS-II to maintain directional stability and steering performance during sudden braking or braking on slippery road surfaces. The ABS control method is a 4-sensor, 4-channel method which provides independent control for all wheels. Following system for Lancer EVOLUTION-VII has been modified from Lancer EVOLUTION-VI Tommi Makinen Edition. D By adding lateral G sensor, longitudinal G sensor and steering wheel sensor, optimized ABS control at the time of cornering. D By inputting parking brake switch signal to ABS-ECU with pulling parking brake lever, ABS control has been optimized. D ABS-ECU outputs ABS signal to 4WD-ECU. D G sensor (lateral), steering wheel sensor and parking brake switch have been added to the diagnosis and service data. D ABS-ECU connector has been changed. EBD CONTROL In ABS, electronic control method is used by which the rear wheel brake hydraulic pressure during braking is regulated by rear wheel control solenoid valves in accordance with the vehicle’s rate of deceleration and the front and rear wheel slippage which are calculated from the each wheel speed sensor’s signal. EBD control is a control system which provides a high level of control for both vehicle braking force and vehicle stability. The system has the following features: D Because the system provides the optimum rear wheel braking force regardless of the vehicle laden condition and the condition of the road surface, the system reduces the required pedal depression force, particularly when the vehicle is heavily laden or driving on road surfaces with high frictional coefficients. D Because the duty placed on the front brakes has been reduced, the increases in pad temperature can be controlled to improve the wear resistance characteristics of the pad, dur- ing front brakes applying. D Control valves such as the proportioning valve are no longer required. SPECIFICATIONS Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI Tommi Makinen Edition ABS control method 4-sensor, 4-channel 4-sensor, 4-channel No. of ABS Front 43 43 ABS rotor teeth Rear 43 43 ABS d Type Magnet coil type Magnet coil type speed sensor Gap between sensor and rotor mm 0.85 0.60 0.9 0.9

4ABS 3-21 CONSTRUCTION DIAGRAM 2 7*, 10* 1 5* 1 8* 3 4* 9* 6 NOTE For R.H. drive vehicles, only the position indicated by the * is symmetrical. Name of part Number Outline of functions Sensor Wheel speed sensor 1 Send alternating current signals at frequencies which are proportional to the rotation speeds of each wheel to the ABS-ECU Lateral G sensor 2 Sends data on vehicle’s rate of lateral acceleration to the ABS-ECU Longitudinal G sensor 3 Sends data on vehicle’s rate of longitudinal acceleration to the ABS-ECU Steering wheel sensor 4 Sends data on steering wheel angle to the ABS-ECU g Informs theABS-ECUwhensteeringwheelis instraight-ahead position Stop lamp switch 5 Sends a signal to the ABS-ECU to inform whether the brake pedal is depressed or not Parking brake switch 6 Sends a signal to the ABS-ECU to inform whether the parking brake lever is pulled or not Actuator Hydraulic unit 7 Drives the solenoid valves according to signals from the ABS-ECU in order to control the brake hydraulic pressure for each wheel ABS warning lamp 8 Illuminates in response to signals from the ABS-ECU when a problem happens in the system Diagnosis connector 9 Outputs the diagnosis codes and allows communication with the MUT-II ABS control unit (ABS-ECU) 10 Controls actuators (described above) based on the signals coming from each sensor Controls the self-diagnosis and fail-safe functions Controls the diagnosis function (MUT-II compatible)