4n15 valve adjustment
Mitsubishi Motors has been focusing for a long time on technologies to control valve timing and amount of lift with the aim of achieving high power output, low fuel consumption, and low exhaust emissions.
The MIVEC engine was first used in in the Mirage, and since then Mitsubishi Motors has been adding a number of enhancements to produce an even better performance. In the Outlander launched inthe Delica D:5 and the Galant Fortis launched inMitsubishi Motors adopted a mechanism that continuously and optimally controls the intake and exhaust valve timing. Now, the all-new MIVEC engine controls both intake valve timing and amount of valve lift at the same time, all the time.
It reduces pumping losses by adjusting the intake air volume by variating intake valve lift stroke as well as throttle valves, improving fuel efficiency.
Clean Diesel Engine
Moreover, the all-new MIVEC engine improves fuel consumption due to other factors, including improvement of combustion stability through optimization of the combustion chamber structure and reduction of friction through optimization of the piston structure. With a conventional gasoline engine, the intake air volume is controlled by a throttle valve, increasing the air intake resistance when a piston descends.
The all-new continuously-variable valve system make valve lift stroke, the length of valve-opening time and valve opening timing continuously and simultaneously variable through a control shaft see figure below. With this mechanical interlock structure, cooperative control of hydraulic variable valve timing phase system becomes unnecessary. The all-new variable-valve structure simply adds an oscillating cam, a support shaft, and a center rocker arm to the conventional SOHC's rotating cam, rocker arm and rocker shaft.
The range of motion of the oscillating cam is made continuously variable by moving the fulcrum position of the center rocker arm through rotation of the control shaft intake rocker shaft by an electric motor. The 4B1 MIVEC engine series used in the Outlander as well as the Japanese-market Delica D:5 and Galant Fortis models uses the continuously variable intake and exhaust valve timing MIVEC system that continuously and optimally controls the intake and exhaust valve timing according to engine running conditions.
This system delivers high performance and fuel efficiency. Continuously controlling the intake cam and exhaust cams independently, this system provides a combination of maximum power output, high fuel efficiency, and a high level of environmental performance by making possible more precise valve control according to RPM and engine load than intake-only systems.
The MIVEC engine used in "Mirage" model uses the continuously variable intake valve timing MIVEC system that continuously and optimally controls the intake valve timing according to engine running conditions.
See also: Service Manual. Table of Contents. MPI:Indicates the multipoint injection. The form itself create rigidity. Item Content Engine type 2. Overall height The entire Double Over Head Camshaft design having the camshaft on the upper valve.
Page 41 No. Engine-ECU uses Engine-ECU judges calculates the optimum control flash-memory ROM that allows re-writing of data so to deal with the constant minute changes in driving that change and correction of control data is possible Intake air temperature sensor detects intake air temperature through thermistor's resistance change and outputs the voltage according to intake air temperature to engine-ECU. Engine coolant temperature SENSOR sensor uses thermistor's resistance change to detect coolant temperature and output the voltage accord- ing to coolant temperature to engine-ECU.
The crank angle sensor converts this change in resistance of the magnetic resistance element to a 5 V pulse signal and outputs it to engine-ECU.
The inlet camshaft position sensor converts this change in resistance of the magnetic resistance element to a 5 V pulse signal and outputs it to engine-ECU. After the electric generation begins, the current is supplied to the field coil from this circuit.
In After turning on the ignition switch, the current is addition, the generated voltage is output from the input by the engine-ECU to the alternator L terminal. When alternator output voltage is about Engine-ECU adds prescribed mum air-fuel ratio in accordance with the constant compensations to this basic drive time according to minute changes in engine driving conditions. This basic drive time is compensated according to signals from various 2.
Fuel injection volume injector drive sensors and optimum injector drive time fuel injec- time control tion volume is calculated according to driving condi- Under normal operating conditions, the figure shows tions.
Also, during engine-ECU makes the following compensations to engine start, the map value prescribed by the coolant control the optimum fuel injection volume according Compensations are made according to pre-set values depending on conditions such as engine coolant temperature, battery voltage etc.
The lower the battery voltage the greater the current carrying time and when battery voltage is high current carrying time is shortened.
The valve operating angle is not change. MIVEC enables valve timing control that is optimal for the operating conditions of the engine. Based on driving condi- sensor response is dull. In order to reduce vibration, a spherical joint is used at the front pipe connection.
The purge control solenoid valve controls A and B and fuel vapour gas is sucked in. In addition, the upshift amount CVT gear ratio is restricted at the later acceleration with the aim of providing the acceleration feeling like a multi-stage transmission. ACC AC When the ECO switch is sole. Main clutch Pilot clutch Magnet coil Front housing Propeller shaft Drive pinion Shaft Rear differential ACAE The drive force from the transfer is transmitted to the front housing connected to the propeller shaft.
The drive force is also transferred to the pilot clutch and the outer side of the main clutch assembled to the front housing. Various components such as the absorbs high load without transmitting sharp strut assembly and the coil spring have been modi- vibrations to the bodyshell. When the vehicle deceleration and wheel speed ation of each wheel based on the signals from the begin recovery, and the vehicle speed reaches four wheel speed sensors and the G sensor EBD calculates vehicle decreases the pressure at the rear wheel control deceleration and slip amount of the four wheels solenoid valve in the hydraulic unit, and then adjusts based on the wheel speed sensor signal.
Magnetic encoder for The wheel speed sensor is a pulse generator. ASC-ECU compares the actual vehicle movement with the ideal vehicle model, and manages the brake of the specific wheel so that the actual vehicle movement gets close to the ideal vehicle mode. If an error is detected in the system, M. When the accelerator pedal is depressed too far, the signal requesting the engine speed reduction is sent to the engine-ECU.The Mitsubishi 4N1 engine is a family of all- alloy four-cylinder diesel engines developed by Mitsubishi Motorsproduced at the company's powertrain facility in KyotoJapan for use in Mitsubishi's small to mid-sized global passenger cars.
In JuneMitsubishi Motors and Mitsubishi Heavy Industries announced a joint development project for a new generation of clean diesel engines to be used in cars exported to Europe with a target of beginning mass production in  and later announced that the engines will be gradually phased into other global markets. The preliminary version of the 1. The larger 2. With a clean diesel emission performance in mind, all engines are designed to comply with Tier 2 Bin 5 emission regulations in the United StatesEuro 5 standard in Europe and Japan 's Post New Long Term regulations.
Together with Mitsubishi's electric vehicle technology the new diesel engines are positioned as a core element in the Mitsubishi Motors Environment Initiative Program EIP announced in July The 4N1 engine family is the world's first to feature a variable valve timing intake side system applied to passenger car diesel engines. All engines developed within this family have aluminium cylinder blockdouble overhead camshaft layouts, 4 valves per cylindera common rail injection system with a variable-geometry turbocharger and MIVEC variable valve timing.
The 4N13 1. The larger 4N14 2. Both engines feature a fast ceramic glowplug system. The engines are designed to operate at a lower compression ratiothus lowering the combustion pressure, allowing the use of an aluminium cylinder block that reduces weight.
The 4N14 2. Within the engine, Mitsubishi used an offset angle crankshaft that reduces friction, therefore noise and vibration, allowing the engine to run smoothly and quietly at all engine speeds.
Mitsubishi L200 PDF Workshop and Repair manuals
From Wikipedia, the free encyclopedia. Archived from the original PDF on Retrieved Mitsubishi Motors technologies. Categories : Mitsubishi Motors engines Inline-four engines Diesel engines by model. Hidden categories: Webarchive template wayback links CS1 maint: archived copy as title.
Namespaces Article Talk.
Views Read Edit View history. Help Community portal Recent changes Upload file. Download as PDF Printable version.
Wikimedia Commons. Aluminium die cast. Variable geometry with intercooler. Common rail direct injection. Mitsubishi Sirius engine Diesel Engine. Common rail with solenoid injectors.
Common rail with piezo injectors.The manual for repair, operation and maintenance of cars Mitsubishi Lequipped with diesel and gasoline engines. The manual will help all car owners Mitsubishi L with a pickup truck, car workers and car service centers to maintain the car in proper working order, save time and money.
The manual contains photographs detailing the entire process of step-by-step repair of Mitsubishi Lincluding engine repair, complete vehicle specifications, lists of possible malfunctions and recommendations for their elimination. The technology of work was chosen in relation to the conditions of the garage using a universal tool, and only in exceptional cases recommendations for the use of a special tool available on a free sale are given.
Repair operations of units and units in each section are selected on the principle of simple to complex: from the simplest maintenance operations, the adjustment of units and systems, the replacement of often failing parts, and major repairs of units. All materials of the manuals are created on the concrete experience, received during complete disassembly and assembly of Mitsubishi L by highly skilled mechanics. The entire order of troubleshooting is illustrated with color photographs.
In separate sections of the service manual includes instruction manual Mitsubishi Lrecommendations for maintenance and electrical circuit wiring diagram of the car. These workshop manuals will be useful to owners of cars Mitsubishi L, specialists of service stations, repair shops and car-care centers.
Related Posts. If you have any questions, please contact with us. Mitsubishi L Mitsubishi Diagnostic Trouble Codes.
Necessary Always Enabled.This is a draft, this is only a draft, please do not use these instructions to perform this procedure as there are mistakes and misspellings and a whole bunch of bad stuff that will surely blow up your engine.
Please report any comments and corrections to DanO - Thanks. Valve Clearance. We need to occasionally check and adjust valve clearance because the these components wear slightly with use and the clearance may fall out of the specified range resulting in extra wear not enough clearance or lost performance and noisy engine too much clearance. Its been our collective experience that the NSX's valve clearance stays well within its service limits between service intervals.
Fortunately, with a little time and attention to detail, this is easy to avoid. Our goal is to keep the clearance within the service manual specifications and try to be consistent with our adjustments and measurements. The first few clearances we check and adjust can be a little frustrating and take a bit of time, but we'll soon get the hang of it and it really becomes quite easy.
Please read more about valve clearance from www. Prepare Tools: We'll need a 10mm deep-well and regular socket, 12mm socket for OEM strut bar or 9mm hex wrench for most aftermarket strut bars, a 19mm socket same as your lug nut socket with a long extension at least 16" and a 17mm combination wrench not pictured.
Well also need feeler gauges. A micro torque wrench is helpful if you're not used to tightening screws to low torque values. These special tools allow easy adjustment of the valve clearance. Tip: draw an "X" on the top and sides of the tappet adjuster with a paint marker. This visual reference is a real time saver. I've replaced mine only once and have had my covers off several times so you may not need to replace your seals.
DIY: Valve Clearances - 4G15 and 4G93
Each cover has two seals, one small one, which seals the timing belt bay, and a large one, which seals the rest of the cover. There are also three round doughnut-type seals, which seal the ignition holes.
Make sure you allow yourself enough time and energy to do a good job with this procedure. If you find yourself in a time crunch or are getting frustrated you can always close the engine hatch and come back to the project later. You may want to find a short stool or something similar to stand on to help reach the exhaust cams. I stand on the spare tire with a non-skid carpet underneath. Note: we have to perform this procedure with a cool engine under F. Remove your belt or any jewelry that will scratch the paint as you lean up against the car.
Step 1: Jack up car as low as possible and remove right rear tire. Step 2: Remove coil covers and coils Steps 2 - 5b. Step 3b: disconnect the front oxygen sensor press on tab and pull apart and clear the ignition connectors out of the way.
Step 3c. Using the same wrench, we can remove the 4 black acorn nuts on each corner of the cover. Once the nuts are removed, try to raise the cover a few centimeters, this will break the gasket seal and break free the six rubber grommet washers. These six washers are a real pain, I like to collect all six of them before removing the cover as they have a tendency to get lost; there are 4 of these washers: 1 under each acorn nut you removed and two in the center around the 2 threaded rods.
Step 4: Remove rear cover Remove rear oxygen sensor connector, rear cover breather hose use pliers on spring clamp4 acorn nuts, 2 center nuts and grommet washers.
Lift head up slightly and carefully rotate 90 degrees rotating the passenger side of the cover to the rear. Be careful not to damage the timing belt or rubber cover seal, then carefully pull cover out.
Measuring and Adjusting Valve Clearance.Mitsubishi utes have a long history in Australia, which is one of the reasons the modern Triton is still considered a viable alternative to the dual-cab establishment. Plenty of folks get the warm-and-fuzzies over the old Express ute they owned decades ago while those with any of the last couple of generations of Triton utes seem pretty happy with them, too.
The new-ish MQ model which debuted here in seems to be continuing that tradition. The dual-cab four-wheel-drive layout is the most popular variant; indeed in SeptemberTriton MQ and MR was the second best-selling 4X4 in the country.
And despite some initial concerns over the relatively small-capacity turbo-diesel engine, the MQ appears to have proven itself as more than worthy. Throw in the fact that it's immensely good value compared with the rest of the big-name players, and you have yourself a recipe for keeping consumers happy. As with any late-model off-road pickup, there are things you should be aware of, as well as the fixes for those things.
Here's the skinny on the MQ Triton in terms of what you might need to address and how to do it. The current Mitsubishi Triton is one of the best-selling 4X4s in the country but it and its predecessor MQ are not immune to things like valve clearances and shocks failing. Introducing the latest in a long line of great Goodyear Wrangler tyres.
Intake clogging The Triton is like other diesel four-wheel drives, and so you need to be aware of the potential for a build-up of black gunk in the intake manifold and the Exhaust Gas Recirculation EGR valve.
Fundamentally, you've got two emissions-control measures that, in isolation, cause no harm but, when you combine them under the same bonnet, can lead to chaos and big repair bills. The first part of the phenomenon is the EGR function whereby the engine swallows a percentage of its exhaust gasses to clean them up by burning them twice.
Nothing wrong with that. Neither is there anything philosophically wrong with making sure the gasses that build up inside the crankcase not inconsiderable in a turbo-motor don't just vent to the atmosphere, either. It's when you combine those two functions and their by-products — the soot from the recirculated exhaust and the oily gasses from the crankcase — and mix them that you can have a problem.
And when you see what a nasty, sticky, gloopy, horrible mess this combination of soot and oil makes, you can see why having it plastered all over your intake manifold and inside the EGR valve is such a problem.
Eventually, you'll get reduced performance because the engine can't breathe a check-engine light because the EGR valve is blocked and all sorts of rough running, hard starting and poor idling issues.
In extreme cases, you'll need to disassemble the intake side of the engine, manually clean it and put it back together. Along the way, you can try to clean out the EGR valve, but most workshops reckon you'll wind up replacing it.
A lot of places we talked to reckon you can use an aerosol product that gives the intake manifold and its plumbing a quick, chemical pull-through. The trick is you need to use it every service as it can only keep a lid on things, it's not a rebuild-in-a-can product.Valve adjustment cost and frequency. Hello all, Nw Pajero Diesel here with 75, on the clock. Been taking to a local mechanic which does a great job. EDIT again. Will ask local dealer how much they will quote.
Last edited by jared01; at PM. I had mine done at about 30,klms. Proper job. This was by a diesel mechanic mate who also owns a Pajero. I was only talking to him 2 days ago about when to do the transmission oil change. Anyways I also said that I,d reckon,klm would be about right for another manual check of the valve specs? Just do the audible check while you get a service. Many people on here tell of Paj,s doing a lot more klms with no valve checks.
I think sometimes we over care our engines and dealers over service purely as a money grab. Maybe get it done atand every ,klm after that? Why is lemon juice made with artificial flavouring, and dish washing liquid made with real lemons? Telegraph X camper.How To: Valve Lash Adjustment (English)
Hi Jared01That quote seems to be pretty steep. I've always had the tappets done at the dealer as I figure their doing them on the same model all the time so hopefully they have it down pat. Not necessarily the actual adjustment that I have the concerns with but removing and replacing all the gear to get at them.
Things like torquing up injector lines have to be spot so it's one job I'm always wary of. In regards to frequency, I reckon every 30k is overkill but there again Mitsubishi would have to factor into account the bloke that jumps into a vehicle with a cold motor than red lines the motor in every gear. I suppose if you drive it like you stole it every time you get it then 30k is probably warranted. I tend to baby mine a bit so next adjustment won't be for another 60k.
I guess over servicing them keeps the dealerships profits up as well so no doubt their is that element to factor in as well. Hi Dicko Just saw your post. Must have been typing away at the same time! Don't trust the page in the book to show when last done, as most don't seem to fill this in - check invoices for the kit of gaskets. Obviously how the engine is used will influence the timing of the adjustments.
Last edited by spot01; at AM. Reason: added missing info. Re Tappets Had tappets adjusted at 90k. Had them checked at k when inlet manifold was cleaned.