ENGINE <4G6> 1-1 CONTENTS OVERVIEW... 2 COOLING SYSTEM... 4 MAIN UNIT... 2 INTAKE AND EXHAUST SYSTEMS... 4 LUBRICATION SYSTEM... 2 FUEL SYSTEM...
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1 1-1 ENGINE <4G6> CONTENTS OVERVIEW MAIN UNIT Pistons LUBRICATION SYSTEM Oil Pan Oil Jet Oil Filter Bracket Engine Oil Cooler COOLING SYSTEM Intercooler and Radiator Water Spray System INTAKE AND EXHAUST SYSTEMS Turbocharger FUEL SYSTEM CONTROL SYSTEM Fan motor control
2 1-2 ENGINE <4G6> Overview / Main Unit / Lubrication System OVERVIEW The engine of the EVOLUTION-VI is based on the 4G63 DOHC turbocharged unit used in the EVOLUTION-V. It incorporates the revisions shown below for more steady rotations in the high speed range and better responsiveness, offering higher reliability. Pistons provided with cooling channels and reduced in weight Baffle plate in oil pan improved Nozzle shape of oil jets optimized Eye bolt for oil cooler at oil filter bracket increased in diameter (from M16 to M18) Coolant temperature control method changed from inlet control to outlet control Turbocharger compressor inlet enlarged in bore diameter Turbocharger turbine wheel replaced by one made of titanium-aluminum <RS> Fan motor relay control revised Alternator control revised (only FR terminal used) Cooling channel MAIN UNIT PISTONS (1) The cooling channel added improves the cooling characteristics. (2) Reduced weight enhances the performance in the high speed range. Reduced weight LUBRICATION SYSTEM OIL PAN The baffle plate has been improved for higher cooling performance. Baffle plate Baffle plate
3 ENGINE <4G6> Lubrication System 1-3 <Base vehicle (EVOLUTION-V)> OIL JET The nozzle configuration has been revised in accordance with the cooling channel incorporated in the piston. OIL FILTER BRACKET The diameter of the eye bolt for the oil cooler has been changed (from M16 to M18) to increase the oil flow to the oil cooler for better cooling. ENGINE OIL COOLER The oil cooler core size (depth) has been increased to enhance the cooling capacity. Specifications Item EVOLUTION-VI Base vehicle (EVOLUTION-V) Type Drawn-cup Drawn-cup Core dimensions (width height depth) (mm) Engine oil cooler oil capacity (cc) Heat release kw Engine oil cooler Engine oil cooler
4 1-4 ENGINE <4G6> Cooling System / Intake and Exhaust Systems COOLING SYSTEM The coolant control system has been changed from the inlet control type to the outlet control type to protect the system against cavitation which could generate during high speed rotation and thus to enhance its reliability. The system has also been increased in the coolant flow rate. Construction Water outlet fitting Thermostat case Water outlet fitting Water inlet fitting To radiator To radiator From radiator From radiator Thermostat case INTERCOOLER AND RADIATOR WATER SPRAY SYSTEM The intercooler & radiator water spray system had a dedicated tank provided since the washer tank for the windshield and rear window washers was relocated to the luggage compartment. <Base vehicle EVOLUTION-V> 64 mm 56 mm INTAKE AND EXHAUST SYSTEMS TURBOCHARGER (1) The compressor inlet has been enlarged in the bore diameter to enhance the boost performance in the high speed range. (2) The turbine wheel has been replaced by one made of titanium-aluminum for better responsiveness <RS>.
5 FUEL SYSTEM ENGINE <4G6> Fuel System 1-5 The fuel tank has been revised in the arrangement of the pump & gauge assembly and the fuel gauge unit so that a sufficient amount of fuel supply might be assured even during sporty driving. Further, the high pressure hose connecting the pump & gauge assembly to the main pipe has been provided with quick release joints for improved workability. Quick release joint High pressure hose Quick release joint Pump & gauge assembly Fuel gauge unit Fuel gauge unit Pump & gauge assembly
6 1-6 ENGINE <4G6> Control System CONTROL SYSTEM FAN MOTOR CONTROL The radiator fan motor relay (high/low speeds) and the air conditioner condenser fan motor relay (high/low speeds) have been arranged in separate circuits so that they could be controlled independently by the engine ECU. The operating principle of the fan motor is basically the same as that of conventional one. However, the control mode is different: it is so performed that the air conditioner condenser fan may begin to operate with a certain time of delay after the radiator fan is operated in order to prevent sharp voltage drop which can be caused by simultaneous operation of both fans. Ignition switch - IG Battery condenser fan motor relay Radiator fan motor relay (High speed) (Low speed) (High speed) (Low speed) Engine ECU Coolant temperature sensor Radiator fan (low speed) Throttle position sensor condenser fan motor Radiator fan motor Radiator fan (high speed) Crank angle sensor condenser fan (low speed) switch condenser fan (high speed) Fan Air conditioner switch Engine coolant temperature ( C) Power transistor (low speed) Power transistor (high speed) Fan operation Radiator fan OFF Lower than approx. 95 OFF OFF Stopped 95 to 105 ON OFF Low speed Higher than approx. 105 ON ON High speed ON Lower than approx. 105 ON OFF Low speed Higher than approx. 105 ON ON High speed Air OFF Lower than approx. 105 ON OFF Stopped conditioner condenser Higher than approx. 105 ON ON Low speed fan ON Lower than approx. 105 ON OFF Low speed Higher than approx. 105 ON ON High speed
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Page 1 of 7 VELOSTER(FS) >2013 > G 1.6 T-GDI > Engine Mechanical System > General Information > Specifications Specifications General Type Description Specifications Except Europe In-line, DOHC Number
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