1990 MITSUBISHI ECLIPSE Service Manual

GENERAL - General Data and Specificationso-13GENERAL DATA AND SPECIFICATIONS
M...
OOAO159Items
Vehicle dimensions
mm (in.)
Overall length14,330 (170.5)
4,350 (171.3)4,380 (172.4)Overall width
21,690 (66.5)
1,700 (66.9)
1,700 (66.9)Overall height
31,306 (51.4)
1,306 (51.4)
1,321 (52.0)
Wheel base
42,470 (97.2)
2,470 (97.2)2,470
(97.2)
Tread
Front51,465 (57.7)
1,465 (57.7)
1,465 (57.7)
Rear61,450 (57.1)
‘1,450 (57.1)
1,455 (57.3)Overhang
Front7950 (37.4)
960 (37.8)960 (37.8)
Rear
8910 (35.8)
920 (36.2)950 (37.4)Minimum running ground
’clearance9lsO(6.3)160 (6.3)
158 (6.2)
Angle of approach10 16.5”13.8”1’4.7”Angle of departure
11 19”
17”18.4”.Vehicle’weight kg (Ibs.)
Curb weightsM/T
1,215 (2,679)1.245.(2,745)
1,245 (2,745)
Al-r
1,240 (2,734)-Gross vehicle
weight
rating
1,620 (3,571)
1,620 (3,571)1,782 (3,929)Gross axle weight rating
Front930
(2.050)930 (2,050)979 (2,158)
Rear690 (1,521)690(1,521)803 (1,770)Seating capacity
4
44
EngineModel No.
4663 (2.OL)4663 (2.OL)4663 (2.OL)
TransaxleModel No.
Manual transaxleF5M22F5M33
W5M33Automatic transaxle
F4A22--
Clutch
TypeDry-single disc &Dry-single disc &
Dry-single disc &
diaphragm spnngdiaphragm springdiaphragm spring

o-14GENERAL - General Data and Specifications
tiems
Chassis
TireFront suspension
Type
Rear suspensionType
Brake
TypeFront
RearSteering
Gear type
Gear ratio
Fuel tankCapacity liters (gals.)
P205/55HR16 or
205l55VR 16Independent strut
3-Link
Torsion axleDisc
Disc
Rack and pinion
m
60 (16)
P205/55VR 16 or205155VR16Independent strut
3-Link
Torsion axleDisc
Disc
Rack and pinion
00
60 (16)
P205155VR16 or205155VR16Independent strut
Double wishbone
Disc
Disc
Rack and pinion
co
60 (16)ENGINE SPECIFICATIONS
Items
TypeNumber of cylinders
Boremm (in.)Stroke
mm (in.)Piston displacement
Compression ratio
Firing order
cm3 (cu.in.)
4G63 (2.OL) Non-Turbo1 4663 (2.OL) Turbo
In-line DOHC~ In-line DOHC
4‘4
85.0 (3.35)
85.0 (3.35)
88.0 (3.46)88.0 (3.46)
1,997 (122)
1,997 (122)
9.0
7.8l-3-4-2l-3-4-2
TRANSAXLE SPECIFICATIONS
Items
Type
Gear ratioTransfer ratio
gearFinal drive ratio
gear
1st
2nd
3rd4th5th
ReverseF5M22F5M33
W5M33F4A22
5-speed M/T5-speed M/T&speed ArF4-speed AiT
3.3633.038
3.0832.846
1.9471.8331.6841.581
1.2851.2171.1151 .ooo0.9390.8880.8330.686
0.756
0.7410.666
3.0833.166
’3.1662.176
-1.090
3.9413.4373.8663.562

it?
2-1
FRONT
SUSPENSION
no2&--
ANTI-DIVE GEOMETRY .................................... 5 LOWER AR M........................................................ 7

2-2
t
featuring light unsprung weight.
. CONSTRUCTION DIAGRAM
<2WD>
<4WD>
Rubber insulator
/
lshing
Coil spring
,Strut assembly
I ,Rubber bushing
Stabili
Lowecarm
Rubber insulator
No.1 Crokmember
- -12AOO25Lower arm

FRONT SUSPENSION - General Information2-3
SPECIFICATIONS
<2WD>terns
Suspension system
Camber
Caster
Toe-inmm (in.)
Coil springWire dia. x O.D.
x free lengthmm (in.)Coil spring identification color
Spring constantN/mm (IbsAn.)
Shock absorber
TypeMax. length
mm (in.)Min. length.
mm (in.)
Strokemm (in.)Damping force [at
0.3. m/set. (.984 ft./sec.)l
Expansion
N (Ibs.)Contraction
N (Ibs.)
Non-TurboTurbo
With a manualWith an automatic
With a manualtransaxletransaxletransaxle
McPherson strut with coil spring and compression rod type
5’
z!z 30’
2”24’ 31 30’
0
It 3 (0 * .12)
13.7x173.7x314 13.9x173.9x321.5
(.54 x 6.84 x 12.4)l.55 x 6.85 x 12.7)
Light blue x 1Light blue x 2
24 (134)24 (134)Hydraulic, cylindrical double-acting type
483
(19.02)330 (12.99)
153
(6.02)1,000
(220)300
(66)

FRONT SUSPENSION - General Information
c4WD>Items
Suspension system
CamberCaster
Toe-inmm (in.)
Coil springWire dia. x O.D. x free length
mm (in.)Coil spring identification color
Spring constantN/mm
(Ibs./in.)
Shock absorber
TypeMax. length
mm (in.)Min. length
mm (in.)
Strokemm (in.)Damping force [at 0.3
m/set. (.984 ft./set.)]Expansion
N (Ibs.)Contraction
N (Ibs.)Specifications
McPherson strut with coil spring and compression rod type
10’
+- 30’
2”18’ + 30’
0
zk 3 (0 f .l2)14.0 x 174.0
x 326.5 (.55 x 6.85 x 12.9)
Pink x 1
26 (146)
Hydraulic, cylindrical double-acting type
489 (19.25)
340 (13.39)
149 (5.87)
1,000 (220)
300 (66)

FRONT SUSPENSION - Anti-dive Geometry / Negative-offset Geometry2-5ANTI-DIVE GEOMETRY
RO2cAAAOrdinarily, when the brakes are applied, the load is moved
toward the front of the vehicle as the result of inertial force, and
this causes the phenomenon known as “nose dive”, in which
the front of the vehicle is caused to tilt forward and downward.
For this front suspension, however, the suspension link design
-which has a high
“anti-dive” effect- is such that the lower
arm is tilted forward in order to counteract the “nose dive”
phenomenon.
In other words, braking force
F is divided into force compo-
nents
F, and F2; of these, F1 acts in the direction that expands
the front spring, with an effect that reduces the “nose dive”
phenomenon.
NEGATIVE-OFFSET GEOMETRY
AOZDAAAFor negative-offset geometry. the king pin offset
angle is outside the center point of tire-to-ground
contact. Thus, for example, if a tire on the right side
is punctured during driving, or if the brakes are
applied while the left tires are on a slippery surface
(ice, etc.), the vehicle would be inclined to swerve to
the side (in this case the right side) of greater road
surface resistance to the tires, but, because of the
negative-offset geometry construction, a certain
force would be generated to cause rotation in
direction C, employing point A as the fulcrum point.
At the same time, there would be generated at the
tires on the opposite side a corresponding force to
cause rotation in direction D, also employing point A
as the fulcrum point, but, because that force is
Centreooint of strutPatigreater in direction
C (where road surface resistance
is greater), the tires themselves will tend to turn in
the left direction. As a result,. because
t.he tires
automatically countersteer in the left direction, even
though the force applied to the vehicle by the road
surface resistance is to the right, the system thus
functions to maintain the vehicle on a relatively
straight-ahead course.
NOTEThe king pin offset is the distance from the center
point of tire-to-ground contact when a line (ex-
tended to the road surface) is drawn to connect the
ball joint center point and the center point of the
strut upper installation part.
Point AIcy surface
12AO548
Ball jointLcentre point t
Directionof travel
Direction
of tire
4--
Direction ofmovement tendency>f;’*Jvehicle move-:’
”ment tendency,
12AOO30

----2-6
FRONT SUSPENSION - Offset Spring
OFFSET SPRINGBecause struts are installed at an angle, the road
surface reaction force
(RI) applied to the tyres tends
to act vertically upon the tyre centre, and that force
tries to bend the strut toward the inside of the
vehicle. When this happens, the force trying to bend
the strut toward the inside of the vetiicle acts upon
the strut bearing component as bending moment
reaction force
FL (because the upper part of the strut
is fixed in place), thus increasing the friction of the
bearing, and, as a result of the bending of the strut,
amplifying the moving resistance of the shock
absorber.Ro2EMA
Then, because the coil spring
is installed so that itscentre is greatly offset (toward the outside of the
vehicle) from the centre of the strut, the counterac-
tive force for the spring tends to become great
toward the outside of the vehicle, thus resulting in
the generation of bending force
FL opposite to the
bending of the strut, and thereby decreasing the
friction applied to the strut bearing. As a result, the
shock absorber’s internal movement friction is
reduced, thereby improving riding comfort as well
as the durability of components.
Spring counteractiveforce
RI : Road surface reaction forceR2: Strut axial-reaction forceR3: Strut bend direction reaction forceR4: Strut bending force (by spring offset)