ESP MITSUBISHI TRITON 1997 Workshop Manual
[x] Cancel search | Manufacturer: MITSUBISHI, Model Year: 1997, Model line: TRITON, Model: MITSUBISHI TRITON 1997Pages: 1310, PDF Size: 22.38 MB
Page 31 of 1310
GENERAL ± Precautions Before Service00-28
Other precautions:
Avoid prolonged and repeated contact with oils,
particularly used engine oils.
Wear protective clothing, including impervious gloves
where practicable.
Avoid contaminating clothes, particularly underpants, with
oil.
Do not put oily rags in pockets, the use of overalls without
pockets will avoid this.
Do not wear heavily soiled clothing and oil-impregnated
foot-wear. Overalls must be cleaned regularly and kept
separately from personal clothing.
Where there is a risk of eye contact, eye protection should
be worn, for example, chemical goggles or face shields;
in addition an eye wash facility should be provided.
Obtain First Aid treatment immediately for open cuts and
wounds.
Wash regularly with soap and water to ensure all oil is
removed, especially before meals (skin cleansers and
nail brushes will help). After cleaning, the application of
preparations containing lanolin to replace the natural skin
oils is advised.
Do not use petrol, kerosine, diesel fuel, gas oil, thinners
or solvents for cleaning skin.
Use barrier creams, applying them before each work
period, to help the removal of oil from the skin after work.
If skin disorders develop, obtain medical advice without
delay.
Page 117 of 1310
ENGINE LUBRICATION ± General Information12-2
GENERAL INFORMATION12100010053
The lubrication method is a fully force-fed, full-flow
filtration type.The corrugate fin type of engine oil cooler have
been adopted, and installed forward of the radiator.
<4D56>
Items4G634G644D56
Oil pump typeInvolute gear typeInvolute gear typeTrochoid type
Drive methodTiming beltTiming beltCrankshaft
ENGINE OILS
Health Warning
Prolonged and repeated contact with mineral oil
will result in the removal of natural fats from the
skin, leading to dryness, irritation and dermatitis.
In addition, used engine oil contains potentiallyharmful contaminants which may cause skin cancer.
Adequate means of skin protection and washing
facilities must be provided.
Recommended Precautions
The most effective precaution is to adapt working
practices which prevent, as far as practicable, the
risk of skin contact with mineral oils, for example
by using enclosed systems for handling used engine
oil and by degreasing components, where
practicable, before handling them.
Other precautions:
Avoid prolonged and repeated contact with oils,
particularly used engine oils.
Wear protective clothing, including impervious
gloves where practicable.
Avoid contaminating clothes, particularly
underpants, with oil.
Do not put oily rags in pockets, the use of
overalls without pockets will avoid this.
Do not wear heavily soiled clothing and
oil-impregnated foot-wear. Overalls must be
cleaned regularly and kept separate from
personal clothing.Where there is a risk of eye contact, eye
protection should be worn, for example,
chemical goggles or face shields; in addition
an eye wash facility should be provided.
Obtain First Aid treatment immediately for open
cuts and wounds.
Wash regularly with soap and water to ensure
all oil is removed, especially before meals (skin
cleansers and nail brushes will help). After
cleaning, the application of preparations
containing lanolin to replace the natural skin
oils is advised.
Do not use petrol, kerosine, diesel fuel, gas
oil, thinners or solvents for cleaning skin.
Use barrier creams, applying them before each
work period, to help the removal of oil from
the skin after work.
If skin disorders develop, obtain medical advice
without delay.
Page 126 of 1310
MPI ± General Information13A-3
MULTIPOINT FUEL INJECTION (MPI)13100010265
GENERAL INFORMATION
The Multipoint Fuel Injection System consists
of sensors which detect the engine conditions,
the engine-ECU which controls the system
based on signals from these sensors, and
actuators which operate under the control of
the engine-ECU. The engine-ECU carries outactivities such as fuel injection control, idle
speed control and ignition timing control. In
addition, the engine-ECU is equipped with
several diagnosis modes which simplify
troubleshooting when a problem develops.
FUEL INJECTION CONTROL
The injector drive times and injector timing are
controlled so that the optimum air/fuel mixture
is supplied to the engine to correspond to the
continually-changing engine operation condi-
tions.
A single injector is mounted at the intake port
of each cylinder. Fuel is sent under pressure
from the fuel tank by the fuel pump, with the
pressure being regulated by the fuel pressure
regulator. The fuel thus regulated is distributed
to each of the injectors.
Fuel injection is normally carried out once for
each 2-cylinder group for every two rotationsof the crankshaft. This is called group fuel
injection. The engine-ECU provides a richer
air/fuel mixture by carrying out ªopen-loopº
control when the engine is cold or operating
under high load conditions in order to maintain
engine performance. In addition, when the
engine is warm or operating under normal
conditions, the engine-ECU controls the air/fuel
mixture by using the oxygen sensor signal to
carry out ªclosed-loopº control in order to obtain
the theoretical air/fuel mixture ratio that
provides the maximum cleaning performance
from the three way catalyst.
IDLE AIR CONTROL
The idle speed is kept at the optimum speed
by controlling the amount of air that bypasses
the throttle valve in accordance with changes
in idling conditions and engine load during
idling. The engine-ECU drives the idle speed
control (ISC) motor to keep the engine running
at the pre-set idle target speed in accordance
with the engine coolant temperature and airconditioner load. In addition, when the air
conditioner switch is turned off and on while
the engine is idling, the ISC motor operates
to adjust the throttle valve bypass air amount
in accordance with the engine load conditions
in order to avoid fluctuations in the engine
speed.
IGNITION TIMING CONTROL
The power transistor located in the ignition
primary circuit turns ON and OFF to control
the primary current flow to the ignition coil. This
controls the ignition timing in order to provide
the optimum ignition timing with respect to theengine operating conditions. The ignition timing
is determined by the engine-ECU from the
engine speed, intake air volume, engine coolant
temperature and atmospheric pressure.
SELF-DIAGNOSIS FUNCTION
When an abnormality is detected in one
of the sensors or actuators related to
emission control, the engine warning lamp
(check engine lamp) illuminates as a
warning to the driver.
When an abnormality is detected in one
of the sensors or actuators, a diagnosiscode corresponding to the abnormality is
output.
The RAM data inside the ENGINE-ECU
that is related to the sensors and actuators
can be read by means of the MUT-II. In
addition, the actuators can be force-driven
under certain circumstances.
Page 135 of 1310
MPI ± Troubleshooting13A-12
Code No. 12 Air flow sensor systemProbable cause
Range of Check
Engine speed is 500 r/min or more.
Set conditions
Sensor output frequency is 3 Hz or less for 4 seconds.Malfunction of the air flow sensor
Improper connector contact, open circuit or
short-circuited harness wire of the air flow sensor
Malfunction of the engine-ECU
Measure at the air flow sensor con-
nector A-77.
Connect the connector. (Use
the test harness: MB991348)
1. Voltage between 3 and earth
(Engine: Idling)
OK:2.2 ± 3.2 V
2. Voltage between 7 and earth
OK:0 ± 1 V (Engine: idling)
6 ± 9 V (2,000 r/min)
OK
Replace the engine-ECU.1. NG
Check the air flow sensor circuit.
(Refer to P.13A-54, INSPECTION
PROCEDURE 45.)
2. NG
Measure at the engine-ECU con-
nector C-49.
Connect the connector.
Voltage between 19 and earth
(Ignition switch: ON)
OK:6±9 V
OK
Check the following connector.
C-49
OK
Check trouble symptom.
NG
Replace the engine-ECU.NG
Check the following connector.
A-77NG
Repair
OK
Check trouble symptom.
NG
NG
Repair
Replace the air flow sensor.
Code No. 13 Intake air temperature sensor systemProbable cause
Range of Check
Ignition switch: ON
Excluding 60 seconds after the ignition switch is turned to ON or immediately
after the engine starts.
Set conditions
Sensor output voltage is 4.6 V or more (corresponding to an intake air temperature
of ±45C or less) for 4 seconds.
or
Sensor output voltage is 0.2V or less (corresponding to an intake air temperature
of 125C or more) for 4 seconds.Malfunction of the intake air temperature sensor
Improper connector contact, open circuit or
short-circuited harness wire of the intake air
temperature sensor circuit
Malfunction of the engine-ECU
Check the intake air temperature
sensor.
(Refer to P.13A-86.)NG
Replace
OK
Measure at the air flow sensor con-
nector A-77.
Disconnect the connector, and
measure at the harness side.
Voltage between 6 and earth
(Ignition switch: ON)
OK:4.5 ± 4.9 V
Continuity between 5 and earth
OK:ContinuityNGCheck the following connector.
C-51NG
Repair
OK
Check trouble symptom.
NG
Check the harness wire between
the engine-ECU and the intake air
temperature sensor connector.NG
Repair
OK
Replace the engine-ECU. OK
Check the following connector.
A-77NG
Repair
OK
Check trouble symptom.NGReplace the engine-ECU.
Page 137 of 1310
MPI ± Troubleshooting13A-14
Code No. 21 Engine coolant temperature sensor systemProbable cause
Range of Check
Ignition switch: ON
Excluding 60 seconds after the ignition switch is turned to ON or immediately
after the engine starts.
Set conditions
Sensor output voltage is 4.6 V or more (corresponding to an engine coolant
temperature of ±45C or less) for 4 seconds.
or
Sensor output voltage is 0.1 V or less (corresponding to an engine coolant
temperature of 140C or more) for 4 seconds.Malfunction of the engine coolant temperature sensor
Improper connector contact, open circuit or
short-circuited harness wire of the engine coolant
temperature sensor circuit
Malfunction of the engine-ECU
Range of Check
Ignition switch: ON
Engine speed is approx. 50 r/min or more
Set conditions
The sensor output voltage increases from 1.6 V or less (corresponding to an
engine coolant temperature of 40C or more) to 1.6 V or more (corresponding
to an engine coolant temperature of 40C or less).
After this, the sensor output voltage is 1.6 V or more for 5 minutes.
Check the engine coolant temperature
sensor. (Refer to P.13A-86.)NG
Replace
OK
Measure at the engine coolant temper-
ature sensor connector A-64.
Disconnect the connector, and
measure at the harness side.
Voltage between 1 and earth
(Ignition switch: ON)
OK:4.5 ± 4.9 V
Continuity between 2 and earth
OK:ContinuityNGCheck the following connector.
C-51NG
Repair
OK
Check trouble symptom.
NG
Check the harness wire between the
engine-ECU and the engine coolant
temperature sensor connector.NG
Repair
OK
Replace the engine-ECU.
Check the following connector.
A-64OKCheck trouble symptom.
NG
Replace the engine-ECU.NG
RepairOK
Page 141 of 1310
MPI ± Troubleshooting13A-18
Code No. 25 Barometric pressure sensor systemProbable cause
Range of Check
Ignition switch: ON
Excluding 60 seconds after the ignition switch is turned to ON or immediately
after the engine starts.
Battery voltage is 8 V or more.
Set conditions
Sensor output voltage is 4.5 V or more (corresponding to a barometric pressure
of 114 kPa or more) for 4 seconds.
or
Sensor output voltage is 0.2 V or less (corresponding to a barometric pressure
of 5.33 kPa or less) for 4 seconds.Malfunction of the barometric pressure sensor
Improper connector contact, open circuit or
short-circuited harness wire of the barometric pressure
sensor circuit
Malfunction of the engine-ECU
Measure at the air flow sensor con-
nector A-77.
Connect the connector. (Use
the test harness: MB991348)
Voltage between 2 and earth
(Ignition switch: ON)
OK:3.7 ± 4.3 V (Altitude: 0 m)
3.2 ± 3.8 V (Altitude:
1,200 m)NGMeasure at the air flow sensor con-
nector A-77.
Disconnect the connector, and
measure at the harness side.
Voltage between 1 and earth
(Ignition switch: ON)
OK:4.8 ± 5.2 V
Continuity between 5 and earth
OK:ContinuityNGCheck the following connector.
C-51NG
Repair
OK
Check trouble symptom.
NG
Check the harness wire between
the engine-ECU and the baromet-
ric pressure sensor connector.NG
Repair
OK
Replace the engine-ECU.
OK
Check the following connector.
A-77NG
Repair
OK
Check trouble symptom.
NG
Check the harness wire between
the engine-ECU and the baromet-
ric pressure sensor connector.NG
Repair
OK
Replace the air flow sensor.
OK
Measure at the engine-ECU con-
nector C-51.
Connect the connector.
Voltage between 65 and earth
(Ignition switch: ON)
OK:3.7 ± 4.3 V (Altitude: 0 m)
3.2 ± 3.8 V (Altitude:
1,200 m)NGCheck the harness wire between
the engine-ECU and the baromet-
ric pressure sensor connector, and
repair if necessary.
Check the following connector.
C-51
OK
Check trouble symptom.
NG
Replace the engine-ECU.NG
Repair OK
Page 180 of 1310
MPI ± Troubleshooting13A-57
DATA LIST REFERENCE TABLE13100890180
Caution
When shifting the select lever to D range, the brakes should be applied so that the vehicle does
not move forward.
NOTE
*1. In a new vehicle [driven approximately 500 km or less], the air flow sensor output frequency is sometimes
10% higher than the standard frequency.
*
2. The idle position switch normally turns off when the voltage of the throttle position sensor is 50 ±
100 mV higher than the voltage at the idle position. If the idle position switch turns back on after
the throttle position sensor voltage has been by 100 mV and the throttle valve has been opened,
the idle position switch and the throttle position sensor need to be adjusted.
*3. The injector drive time represents the time when the cranking speed is at 250 r/min or below when
the power supply voltage is 11 V.
*4. In a new vehicle [driven approximately 500 km or less], the injector drive time is sometimes 10%
longer than the standard time.
*5. In a new vehicle [driven approximately 500 km or less], the step of the stepper motor is sometimes
30 steps greater than the standard value.
Item
No.Inspection
itemInspection contentsNormal conditionInspection
procedure
No.Reference
page
11Oxygen
sensorEngine:After having
warmed up
Air/fuel mixture is
made leaner when de-
When at 4,000 r/min,
engine is suddenly
decelerated200 mV or lessCode No.
1113A-11
made leaner when de-
celerating, and is made
richer when racing.
When engine is
suddenly raced600 ± 1,000 mV
Engine:After having
warmed up
The oxygen sensor
signal is used to check
the air/fuel mixture
ratio and control
Engine is idling400 mV or less
(Changes)
600 ± 1,000 mV
ratio, and control
condition by the en-
gine-ECU.2,500 r/min400 mV or less
(Changes)
600 ± 1,000 mV
12Air flow
sensor*1Engine coolant
temperature:
80 ± 95C
Lamps and all
accessories: OFF
Engine is idling22 ± 48 Hz
<4G63>
19 ± 45 Hz
<4G64>±±
accessories: OFF
Transmission:
Neutral (A/T:
P range)2,500 r/min80 ± 120 Hz
<4G63>
67 ± 107 Hz
<4G64>
Engine is racedFrequency
increases in
response to
racing
Page 331 of 1310
± Emission Control System
EMISSION CONTROL17-6
EMISSION CONTROL SYSTEM
GENERAL INFORMATION
The emission control system consists of the following subsystems:
Crankcase emission control system
Evaporative emission control system
Exhaust emission control system
ItemsNameSpecification
Crankcase emission
control systemPositive crankcase ventilation (PCV) valveVariable flow type
(Purpose: HC reduction)
Evaporative emission
control systemCanister
Purge control solenoid valveEquipped
ON/OFF type solenoid valve
(Purpose: HC reduction)
Exhaust emission
control systemAir-fuel ratio control device±MPI systemOxygen sensor feedback type
(Purpose: CO, HC, NOx reduction)
Exhaust gas recirculation system
EGR valve
EGR control solenoid valveEquipped
Single type
Duty cycle type solenoid valve
(Purpose: NOx reduction)
Catalytic converterMonolith type
(Purpose: CO, HC, NOx reduction)
EMISSION CONTROL DEVICE REFERENCE TABLE
Related partsCrankcase
emission
control
systemEvaporative
emission
control
systemAir/fuel
ratio
control
systemCatalytic
converterExhaust
gas
recircula-
tion systemReference
page
PCV valvey17-
Purge control solenoid valvey17-
MPI system componentyyGROUP 13A
Catalytic convertery17-
EGR valvey17-
EGR control solenoid valvey17-
Page 477 of 1310
REAR AXLE ± General Information27-2
GENERAL INFORMATION27100010118
The rear axle is a banjo-type semi-floating type.
The axle shaft bearings are: *Single taper
bearings for vehicles without ABS or rear
differential lock. *Double-taper bearings for
vehicles with ABS or rear differential lock. ABS
rotor is press-fitted to the axle shaft retainer
ring.Differential gear has 4 different types. A
torque-responsive mechanical-type limited slip
differential has a high performance against
driving on unstable surfaces such as muddy
roads.
Driveability on sand or muddy road has been
improved, and rear differential lock, which is
useful for emergency , has been used.
REAR AXLE
ItemVehicles without rear differential lockVehicles with rear differential lock
Axle housing typeBanjo typeBanjo type
Axle
shaft
Support methodSemi-floating typeSemi-floating type
shaft
Shaft O.D. (Bearing part x
Centre x Length) mm40.0 x 34.5 x 744.540.0 x 34.5 x 723.5 (LH)
40.0 x 34.5 x 761.0 (RH)
Bearing typeSingle taper (double taper)*Double taper
Bearing (O.D. x I.D.) mm80.0 x 40.080.0 x 40.0
NOTE
*: Vehicles with ABS.
DIFFERENTIAL
<2WD>
Item4G634D56
Drive gear typeHypoid gearHypoid gear
Reduction ratio4.6364.222
Limited slip differential typeTorque sensitivity type mechanicalTorque sensitivity type mechanical
Differential gear type
(type x quantity)
Side gearStraight bevel gear x 2Straight bevel gear x 2
(ty e x quantity)
Pinion gearStraight bevel gear x 2 [Straight bevel
gear x 4]Straight bevel gear x 2 [Straight bevel
gear x 4]
Number of teethSide gear5138
Drive pinion119
Side gear1414
Pinion gear1010
Bearing (O.D. x I.D.)
mm
Side80.0 x 45.280.0 x 45.2
mm
Front68.3 x 30.268.3 x 30.2
Rear76.2 x 36.576.2 x 36.5
NOTE
[ ]: Vehicles with limited slip differential
Page 791 of 1310
52A-2
INTERIOR
CONTENTS52109000255
SERVICE SPECIFICATIONS 3. . . . . . . . . . . . . . . . .
ADHESIVE 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIAL TOOL 3. . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTRUMENT PANEL* 4. . . . . . . . . . . . . . . . . . . . . .
FLOOR CONSOLE 7. . . . . . . . . . . . . . . . . . . . . . . . . TRIMS 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT SEAT 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REAR SEAT 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRONT SEAT BELT 18. . . . . . . . . . . . . . . . . . . . . . .
REAR SEAT BELT 19. . . . . . . . . . . . . . . . . . . . . . . .
WARNINGS REGARDING SERVICING OF SUPPLEMENTAL RESTRAINT SYSTEM (SRS) EQUIPPED VEHICLES
WARNING!
(1) Improper service or maintenance of any component of the SRS, or any SRS-related component, can lead to personal
injury or death to service personnel (from inadvertent firing of the air bag) or to the driver (from rendering the SRS
inoperative).
(2) Service or maintenance of any SRS component or SRS-related component must be performed only at an authorized
MITSUBISHI dealer.
(3) MITSUBISHI dealer personnel must thoroughly review this manual, and especially its GROUP 52B ± Supplemental
Restraint System (SRS) before beginning any service or maintenance of any component of the SRS or any SRS-related
component.
NOTE
The SRS includes the following components: impact sensors, SRS diagnosis unit, SRS warning lamp, air bag module, clock spring
and interconnecting wiring. Other SRS-related components (that may have to be removed/installed in connection with SRS service
or maintenance) are indicated in the table of contents by an asterisk (*).