1990 MITSUBISHI ECLIPSE transmission oil

o-4GENERAL - Technical Features
BASIC CONSTRUCTION
The 4WD vehicles are equipped with
2.OL DOHC
16-valve turbocharged engine and incorporate new
technologies such as full time 4WD of center
differential type with viscous coupling differential
limiting for excellent running stability and excellent
Steering
l Light weight and compact rack and pinion
type for high steering response
l Tilt steering mechanism to give optimum
driving position
\driving across bad roads, and $-wheel independent
suspension for comfortable riding.
Adopted on
2WD vehicles are 2.OL DOHC 16-valveengine, MacPherson strut type front suspension
and torsion axle
typ.e 3-link rear suspension.
Rear suspension
l Self-aligning double wishbone type suspen-
sion for comfortable ride
(4WD)l Torsion axle type 3 link suspension for
outstanding driving stability
(2WD)l Negative chamber for outstanding steer-
ability during high speed driving
0 Anti-lift geometry for high stability duringbraking
lIntegral torsional bar type axle beam for
optimum roll stiffness (2WD)
\Front propeller shaft (3-piece
4-joint type)
lRobro joint to absorb lengthwise and angular
change and prevent transmission of vibrations.
(4WD)
IFront suspension
The front suspension of McPherson strut type
independent suspension system
l Under steer geometry for outstanding steering
stability
l Negative offset geometry for outstanding
stabil-ity at braking
0 Offset coil springs for comfortable ride
Brakes
l Cross piping dual type proportioning valvethat keeps balanced braking power even at
failure of the hydraulic system.
l Four wheel disc brake system for high
braking power.

PROPELLER SHAFT -General Information / Liibro Joint16-3
SPEClFlCATlONSterns
‘repeller shaft
Type
Length
x O.D.mm (in.)
Front
Center
RearUniversal joint
Type
No. 1 (front)
No. 2 (center front)
No. 3 (center rear) [Ldbro joint]
No. 4 (rear)Cross type universal joint bearing
Cross type universal joint journal O.D.mm (in.)Constant velocity joint type
Constant velocity joint size O.D.mm (in.)
NOTE
Specifications
4 joint propeller shaft707
x 50.8 (27.8 x 2.00)647.5 x 50.8 (25.5 x
2.00)530.5 x 50.8 (20.9 x
2.00)
Cross type
Cross type
CV type
Cross type
Needle roller bearing (oilless type)
14.689 i.5783)
LGbro joint (oilless type)94
(3.7)The propeller shaft length is the length between the centers of the joints.
LOBRO JOINTRl6CMAThe
L6bro joint absorbs longitudinal displacement
and angle change and prevents the transmission of
vibration. It has the following features.
0Its constant velocity performance is excellent,
due to the inclination of the ball grooves of the
inner and outer races at same degree in
oppo-site directions.l It has a smaller sliding resistance in the axial
direction than a spline type slip joint.
l
It has smaller rotational variations, and hence is
more suitable for high speed operation than
other constant velocity joints due to smaller ball
play achieved by crossing the ball grooves of the
inner and outer races.
Nn 7 center bearina
\Lejbro joint
Rear &opeller shaft
lOAooo2

17-6REAR SUSPENSION <2WD> - Three-link Suspension
SUSPENSION BUSHINGS
In order to improve both the driving stability and
riding comfort even further, and to reduce vibration
and noise, the optimum spring characteristic has
been employed for each suspension bushing.
The front end of the trailing arm is elastically
coupled to the body via a rubber bushing of high
spring capacity. This rubber bushing has an asym-
metrical non-linear characteristic in the front-rear
direction. and therefore functions to reduce thetransmission of tire vibration input to the body itself.
Individual independent bushings (with non-linear
characteristics) are also employed at the couplings
to the body of the shock absorbers and the coil
springs; these, together with the use of spring pads
with large channels, serve to reduce the transmis-
sion of vibrations to the body, thereby improving
even further the driving stability and riding comfort.
Lateral rod bushingBushina A
hannel
f3ub
Torsional
barArm
bushmg\/HollowHoilow
Section A-A

.-. --POWER STEERING
- Power Steering Gear Box Construction19-5
-POWER STEERING GEAR BOX CONSTRUCTIONRlsJLIIUB,
ne steering gear box is of the rack and pinion type
with a built-in hydraulic control unit which uses a
compact and highly reliable rotary valve.The steering gear box, in the same way as the
manual steering gear box, is installed to the body by
way of the mounting rubber in order to reduce the
transmission of vibrations.
Section A-A
Beari
1-$ysy input shaft
To oilreservoir
LFrom oil
I’Rotary valve
Yoke spring
13A0257
Section B-B
From oil pumpTo oil reservoir
To cylinder tubeleft chamber
To cylinder tube
13A0077right chamber

19-6POWER STEERING- Pinion and Valve Assembly Construction
PINION AND VALVE ASSEMBLY
CONSTRUCTION
RISKAMThe pinion and valve assembly is composed of the
input shaft, torsion bar, pinion gear and rotary valve.torsion bar, the pinion gear is provided with a
stopper. Note that this stopper also functions to
The input shaft is hollow and incorporates the
fa&tate the transmission 6i the turning effort of
torsion bar within it; the upper end is secured bythe steering wheel directly to the pinion gear by
a pin to the torsion bar, and the lower end is heldthe input shaft in the event of a malfunction of
by the bushing within the pinion gear.the hydraulic system (such as breakage of the oil
The torsion bar is coupled to the pinion gear bypump’s V-belt, fluid leakage, etc.).
the serrated part at the lower end.
lThe rotary valve is attached to the pinion gear by
In order to prevent excessive torsion of thea dowel pin.
Torsion barPm13AOO76Dowel
Section A-A
Input shaft\Torsion barpin’Stopper
/Rotary valvePinion gear1310202

21-14MANUAL TRANSAXLE t4WD> - Viscous Coupling (VCU)
Rotating speed difference
Transmitted
torque
TemperatureII I
t
/
IIc
P&e surface‘II I
preTYl-LLL
Hump mode2210llrHump phenomenon specific to viscous couplings
Hump is a phenomenon specific to viscous couplings
althob,, Iit does not occur under normal operating conditions.
This phenomenon occurs when the silicone oil temperature has
risen due to sustained differential action. Normally silicone oil
fills the space between the inner and outer plates, preventing
their direct coupling. When silicone oil expands at a high
temperature to such a degree as to develop abnormally high
pressure between the plates (normal thermal expansion is
absorbed by compression of air mixed in silicone oil), silicone oilescapes from between the plates. As a result, the plates
couple directly, causing abrupt torque transmission. When the
viscous coupling is directly coupled in this way, a rotating
speed difference does not exist, and then silicone oil tempera-
ture drops and normal function is restored.
Hump mode2210115

_-
21-16AUTOMATIC TRANSAXLE - General InformationAUTOMATIC
TRANSAXLE
GENERAL INFQRMATIONRzlBBACF4A22 automatic transaxles with different shift pattern are introduced to match engine output characteristics.
These F4A22 automatic transaxles are transaxles of KM1 70 Type II series and each is a two-mode
electronically controlled automatic transaxle with shift patterns of two modes.
SPECIFICATIONS
Items
Transaxle modelTorque convertor
Me
Stall torque ratio
TransaxleType
Gear ratio
1 St
2nd
3rd4th
ReversePrimary reduction ratio
Differential gear ratio
Friction elements
Number of front clutch discs
Number of rear clutch discs
Number of end clutch discs
Number of low/reverse brake discs
Number of
kickdown brake bandControl system
Manual control system
Shift pattern type
Solenoid yalve operationShift control
(2)
Pressure control
Damper clutch controlDiagnosis
Indication method
Number of diagnosis items
Speedometer gear ratio
ATFOil quantityliter
(qts.)
Specifications-4A22-2-MPAl3element, 1 -stage,
2-phase with damper clutch
2.17l-speed forward, l-speed reverse
2.846
1.581
1
.ooo
3.685
2.176
1.125
3.611V&N-D-2-L (lever type) with overdrive switch
Two-mode electronic-hydraulic control type
ON-OFF controlDuty control
Duty control
Indication with
LEDs
24
29136
MOPAR ATF PLUS (AUTOMATIC TRANSMISSIOI
FLUID TYPE 7176VAutomatic Transmission Fluid“DEXRON” or “DEXRON II”
\I6.1
(6.4)J