compression ratio MITSUBISHI GALANT 1989 Service Repair Manual

ENGINE - Specification
s
ENGINE
11-53
SPECIFICATIONS
GENERAL SPECIFICATIONSMllCA-6
Items
Tvpe
Number of
cylinders
Bore
Stroke
Piston
drsplacement
Compression
ratto
Firing order
Silent shaft
Valve timing Intake valve
Opens (BTDC)
Closes (ABDC)
Exhaust valve
Opens (BBDC)
Closes (ATDC)
Lubrication
l : 1992 models
Specifications
In-line Double, Over Head Camshaft
4
mm (in.) 85 (3.35)
mm (in.) 88 (3.46)
cm3 (cu.in.) 1,997 (121.9
)
9.0 (Non-Turbo), 9.8 (Non-Turbo)*, 7.8 (Turbo)
l-3-4-2
Equrpped
26” (Non-Turbo), 21’ (Non-Turbo)*, 21’ (Turbo)
46” (Non-Turbo), 43” (Non-Turbo)*, 51” (Turbo)
55” (Non-Turbo), 57” (Non-Turbo)*, 57” (Turbo) 9”
(Non-Turbo), 15” (Non-Turbo)“, 15” (Turbo)
Pressure feed-full flow filtration
SERVICE SPECIFICATIONSMllCB-B
ItemsStandard Value Limit
Engine
adystments
Engine compression pressurekPa (psi)/rpm
Up to 1991 models 1,350 (I 92)/250-400min. 960 (137)/250-400
from 1992
models 1,550 (220)/250-400min. 1,120 (159)/250- 4OC
I,1 50 (164)/250- 400min. 800 (114)/250-400
Engine compression pressure difference
between each cylinderkPa (psi) -max. 100 (14)
Intake manifold vacuum-at idle mmHg

(in.Hg)Approx. 500 (20)-
Cylinder head bolt < 1993 models>-99.4 (3.91)
Drive belt
For generator
Deflection mm (in.)
Inspectron9.0- 11.5 (.354-.453)
New belt7.5-9.0 (.295-.354)
Used belt10
f.394)
TensionN (Ibs.)
Inspection250-500 (55- 1
IO)
New belt
500-700 (1 lo- 154)
Used belt 400 (88)
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ENGINE - Service Adiustment Procedures11-59
7 Go;;ikv position
switch
(11)Check that there is continuity between the closed throttle
position switch terminal and body.
NOTE
When there is continuity, a clearance will be created between the throttle lever and dash pot rod when the dash
pot rod is pressed lightly.
(12) When there is no continuity, lower the engine speed when the dash pot begins operation to within the standard value
tolerance. Make sure to create continuity between the
closed throttle position switch terminal and body.
COMPRESSION PRESSURE CHECK Ml 1 FFAL
(1) Before inspection, verify that the engine oil, starter motor
and battery are normal. Then, perform the following.
lEngine coolant temperature: 80- 95°C
(1 76- 205’F)
l Lights, electnc
cooling fan and accessories: OFF
0 Transaxle: P range 0 Steering wheel: Neutral position
(2) Disconnect the spark plug cable.
(3) Remove all the spark plugs.
(4) Disconnect the connector of the crankshaft position sensor.
NOTE
This will prevent the engine control module from controll- ing the ignition and fuel injection.
(5) Cover the spark plug holes with a cloth, etc., and crank the engine. Then verify that no foreign material sticks to the
cloth, etc.
Caution
1.During cranking, be especially careful of the spark plug
installing hole.
2. Very hot water, oil, fuel, etc., which may have entered
the cylinder somehow, will violently spout through the
spark plug hole if the compression is measured in the
entrapped state. This is
vex/ dangerous.
(6) Set up the compression gauge in the spark plug mounting
hole.
(7) Fully open the throttle valve, and cranking the engine.
measure the compression pressure.
Standard value: Up to 1991: 1,350
kPa (192 psi) [250- 400 rpml
From 1992: 1,550
kPa (220 psi) [250-400 rpm]
1 ,150 kPa (164 psi) [250- 400 rpml
Limit:

up to 1991: 960
kPa (137 psi) [250- 400 rpml
From 1992: 1 ,120 kPa (159 psi) [250- 400 rpml
CTurbo>
800
kPa (114 psi) [250- 400 rpml
(8) Measure the compression pressure of each cylinder. and verify that the pressure difference among the cylinders
is
less than the limit value.
Limit: max. 100
kPa (14 psi) TSB Revision
I

FUEL SYSTEM -On-Vehicule Inspection of MFI Components13-49
VOLUME AIR FLOW SENSOR
@ ;;vonent
connector
Intake air amount
(Wsec)162451
Multipoh fuel
injection relay
Volume air flow sensor
/\2/\N
Harness side
connector
IHjhcillo)
1.10
f-i5V
Engine
control
module
MlOYFAA
J 6FU1394
OPERATION
l The volume air flow sensor is incorporated
within the air cleaner; it functions to convert the
amount of engine air intake to pulse signals of a
frequency proportional to the amount of engine air intake, and to input those/signals to the en-
gine control module. The engine control module
then, based upon those signals, calculates the amount to fuel injection, etc.
TROUBLESHOOTING HINTS
Hint 1:
If the engine sometimes stalls, try starting the en-
gine and shaking the volume air flow sensor har-
ness.
If the engine then stalls, incorrect or improper con-
tact of the volume air flow sensor connector is the probable cause.
Hint 2:
If, when the ignition switch is switched ON (but the
engine is not started), the volume air flow sensor
output frequency is any value other than zero, a
malfunction of the volume air flow sensor or of the
engine control module is the probable cause. Hint 3:
If idling is possible even though the volume air flow
sensor output frequency is deviated from the stand-
ard value, the cause is usually a malfunction other
than of the volume air flow sensor. l The power for the volume air flow sensor is
supplied from the multiport fuel injection relay
to the volume air flow sensor, and is grounded at the engine control module. The volume air
flow sensor, by intermitting the flow of the
5V
voltage applied from the engine control module,
produces pulse signals.
Examples:
(1) The flow of air within the volume air flow sensor is disturbed. (Air duct disconnection or clogged
air cleaner element)
(2) Incomplete combustion within a cylinder. (Malfunction of spark plugs, ignition coil, injec-
tors, compression pressure, etc.)
(3) Air is taken into the intake manifold through a leaking gasket, etc.
(4) Incomplete close contact of the EGR valve seat.
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FUEL SYSTEM - On-Vehicule Inspection of MFI Components13-65
(1) Improper adjustment of the basic idling speed.
(2) Deposits adhering to the ttirottle valve.
(3) Air being taken into the intake manifold due to a gasket leak, etc.
OPERATION
ISC motor position sensor is a variable resistor type,
and is integrated in the
ISC motor system. The slid-
ing pin of
ISC motor position sensor is in contact
with the end of the plunger. Therefore, as the plun- ger moves, the internal resistance of
ISC motor pos-
ition sensor varies. This leads to the variation of the (4) Improper seating of the EGR valve seat.
(5) lmcomplete combustion within a cylinder. (Mal-
function of spark plugs, ignition coil, injectors,
compression pressure, etc.)
the plunger position of the
ISC motor system, and
sends the signal to ECM. ECM processes the
ISC
motor position sensor signal, idle signal, coolant
temperature signal, load signal (A/T &
A/C) and ve-
hicle speed signal to control the opening angle of
the throttle valve and revolution speed during
en-
output voltage. ISC motor position sensor detects gine idling.
TROUBLESHOOTING HINTS
Since idling is not controlled when ISC motor posi-
tion sensor is troubled, idling may not be evenly
maintained.
INSPECTION
Using Scan tool
FunctionItem No. Data display Inspection conditions Load conditions
Standard value
Data reading 15 Sensor detec-
. Engine coolant tempera-
Air conditioning 500- 1,300 mV
tion voltage
ture: 85-95’C (185-203°F)
switch: OFF
. Lights, cooling fan, electrical accessories: OFF Air conditioning 800-
1,800 mV. Transaxle: neutral (A/T
mod-
switch: ON
els: “P”
range)
1 Closed throttle position Air conditioning900- 1,900 mVswitch: ON (The compressorswitch: ON
clutch must be operating Select lever:
when the air conditioning shift to “D”
switch is ON.)
range.* Engine: running at idle
NOTEThe idle speed control motor position sensor output voltage may be about\
500 mV higher than indicated above when
the vehicle is new [driven approximately 500 km (300 miles) or less].
CautionBefore shifting the select lever to the “D” range, apply the brake\
s to prevent the vehicle from moving forward.
HARNESS INSPECTION
Measure the power supply voltage of
the idle speed control motor position
ei;;;it;;sco$ected
__...._ -.-
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13-90 FUEL SYSTEM - On-Vehicule Inspection of MFI Components
INJECTORS
Fuel
Connector
Solenoid coil
Plunger
Needle valve -----I
InjectionFilter6FUO514
M13rrAA
Multiport
fuel injection relay
No.1 &j No.2& No.3& No,4+
tI
lFUO642
Engine control module connector
CJ=JW=U-I
0 1 LO636
OPERATION
l The
injectorsare electromagnetic-valve-
equipped injection nozzles that function to inject
fuel based upon injection signals from the
engine control module.
lBecause the surface area of the injection ports is
fixed and because the pressure of the fuel
relative to the pressure within the manifold is
also regulated to a fixed pressure, the amount of
fuel injection by injectors is determined by the
TROUBLESHOOTING HINTS
Hint 1:
If there is a problem with starting while the engine is
warm, perform the combustion test and check for leakage of the injectors.
Hint
2,
If the engine can’t be started, and the injectors are
not activated during cranking, the cause is probably
a malfunction such as described below, not with the
injectors.
(I) Malfunction of the circuit for supply of power to the engine control module, or of the ground cir-
cuit.
(2) Malfunction of the multiport fuel injection relay.
(3) Malfunction of the crankshaft position sensor and/or the camshaft position sensor.
Hint
3.
If there is a cylinder for which the idling condition
does not change when, during idling, the fuel length of time that the needle valve is open, or,
in other words, by the length of time of current
~-
flow to the solenoid coil.
lBattery power supply is supplied, by way of the
multiport fuel injection relay, to the injectors.
When the engine control module switches ON
the power transistor within the unit and current
flows to the solenoid coil, the injectors open and
fuel is injected.
injection of the injectors is cut off in sequence,
check that cylinder as described below.
(1) Check the injector and harness.
(2) Check the spark plugs and the high-tension
cable.
(3) Check the compression pressure. Hint 4:
If the injector activation time deviates from the
standard value even though the results of the
checking of the injector’s harness and of the injector itself are normal, the cause may be pressumed to
be one of the following,
(1) Incomplete combustion within the cylinder. (Malfunction of the spark plugs, the ignition coil,
the compression pressure, etc.)
(2) Incomplete close contact of the EGR valve seat.
(3) Increased engine resistance.
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