Iv been having some problems with my tcl light and check engine light coming on so i have a look for fault code the two codes i got were

62. Variable Induction control (VIC) valve position sensor fault.
72.Traction Control (TC) vent valve solenoid fault.

problem is i have no idea what this means iv done a bit of searching about 72 and seems that i can sort that out myself but i have no idea what a " Variable Induction control" is, help would be appreciated

Im driving a 1999 th sport

Idle speed controller?

I think you might be using the wrong code chart. Refer this thread: http://www.aussiemagna.com/forums/showthread.php?t=52463

i was using this chart here http://www.troublecodes.net/mitsu/

http://www.jdmracingmotors.com/images/EnginePics/Full/915_10_DSC_0068.jpg
This is a pic of a 6G74.

Directly above the mileage (km) on the right is the VIC.

3 allen bolts holds a metal body with two black things on its right.

The bottom one is a dc motor that drives a worm gear that turns a rod with its central axis at the white spot on the metal body. On this rod are 6 butterfly valves (held on by very soft little machine screws with spring washers.) The servo starts with the butterfly valves closed to direct airflow along the longer narrower curved channels. At low revs this aids torque. The butterfly valves turn according to demand till at high speed the valves are fully open. (There are issues regarding turbulence, back pulsing and other things re fluid dynamics I don't fully understand but the function of the thing is such.)

The black bit above the servo is the position sensor. If this is the issue don't rush into fixing it. There are tests that I think are dealt with in chapter 15? You may find the contacts a little corroded. If the VIC is not installed correctl;y there's a plastic lug that can break and the plastic worm gears getting damaged as the motor strains at a point when it should'nt and the valves don't work as they should so the sensor sends the wrong signal to the ECU and the ECU sends the wrong signal to the wrongly installed VIC unit. The ohm reading of the servo can go out of specs.. If it's the issue and you find anything about fully testing one I'd be interested to read about that.

If you find you need to remove the assembly be aware that there are four little bumps on the plenum body that line up with one bump on the VIC, as the bolts are loosened the unit can be turned in a little arc. Note where the one bump lines up first. When you take the bolts off, as you ease the unit away from the plenum the worm gear disengages from the worm gear on the valve shaft, a spring will flip the valves to open. When refitting the unit or a replacement take the throttle body off and reach in and close the VIC valves as you push the unit in so the worm gear enagages again with the rods worm gear. the VIC holds it now and the TB goes back on (clean the gasket with wax and grease remover and spray it with high temp paint for a few layers and reinstall when dry) Tighten the bolts (I suspect the optimal position of the VIC is at the second bump). At this point I'm as yet unclear about how the fine settings work with the unit in place and whether there is some reading one can take like when setting the TPS.

edit add :

http://i27.photobucket.com/albums/c168/yanndee/6G74VIC_zps415b8c31.jpg

airflow is controlled by the valve, closed at low revs to direct along long path, open : along short path at high rev.

add 2 :

The resistance across the servo connectors should be between 5 and 35 ohm

add 3 :

some further things to consider : There is a fair bit of tolerance in the butterfly valves and the passages and between the shaft guides (hard rubber) and the holes in the passages the shaft passes through. Also, the rather fiddly and ultimately crappy guides at the ends of the shaft, They're a little brittle, by now, rubber seal at the VIC end, be gentle with it, and a piece formed from the same plastic as the worm-gears. At both ends these have degraded not through wear but through pitting/corroding away of material by the hostile environment created by blowback of fumes. On a couple of 20 year old ones it's not all the way, there's still a few milimeters that are ok and with care the rubber seal can be reused. At the other end is an amazing fd up 'planned obsolescence' in the form of very fiddly set of plastic bits locked together by a metal spring clip that holds it in position on the shaft and in the loose hole it rests in and helps to break the bldy thing. Too loose and any closing of the valves wont be true because the shaft is not centered, Most likely it's broken but in place. : simple : cut about 12 mils off the end of a rocker cover breather hose and use the metal clip, slightly pressed together for less spring before installing. Clean out and grease the hole and thread everything back, spring, seal, guide, 5 rubber guides, hose, metal clip and align everything and then in turn replace the buttterfly valves, holding the shaft in a closed position with a little g clamp. Youv'e probably buggered up a couple of the screwheads so get some long ones from the nuts and bolts shop, carefully reposition the valves and lightly tighten up the screws (the stamped on 6G7 goes up, they're slightly assymetrical top to bottom, three of the valves are mounted using two of the sets of four holes the others the other three sets of two out of the four. Test fit the VIC with the valves held close. Remember there's a bit of tolerance all around so don't look for an all round snug fit. Just adjust the positioning of the valves even all round and no knock while turning through range. Tighten screws and clip the ends of the screws off which will lock them in place. Should be many years, decades, till this needs attention again. With all that back in place do any fine tuning of the VIC and tighten bolts, rebuild plenum. The amount of blowback deposits can be an indicator of which valves need particular attention. It's a good idea to clean the lot out. A bit of acetone in the metal tubes with a bottle brush works well. Do it outside in the wind, use long gloves and don't smoke. Wash non metal parts (note the inner half of the long path tubes in the curved bit of the plenum are plastic.) in detergent and or kero.

This isn't a drive-by-wire engine is it? If so, it is the throttle control. Is there a mechanical (cable) actuation of the throttle?

No, nothing to do with fly-by-wire. The same system is found on the 3.0L 12 valve V6 in the second gen. It's an attempt to fatten up the torque curve by giving the air into the engine 2 different paths into the combustion chamber at different RPM.

It was discontinued on the 3.5L 24 valve third gen engine, and currently we have MIVEC to do the same thing, more or less.

So, considering that this is the 3rd-Gen forum so presumably the OP's ride does not have the 6G74 variant pictured above with the VIC, what would code 62 refer to? The thread I linked to suggests drivers side airbag but since in that thread it also showed up with code 72 it sounds a bit suss.

The Ellery workshop manual I checked doesn't list code 62 for a 3rd gen (lists 61 as AT-ECU communication error, 64 as alternator related) and lists 72 as TCL vacuum control solenoid (73 is TCL ventilation control solenoid).