1997 MITSUBISHI TRITON fuel pump

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Page 42 of 1310

MITSUBISHI TRITON 1997 Workshop Manual ENGINE <4G6> ± General Information/Service Specifications11A-3
GENERAL INFORMATION11100010322
Items4G634G64
Total displacement m1,9972,351
Bore y Stroke mm85.0 x 88.086.5 x 100.0
Compression ratio9.

Page 81 of 1310

MITSUBISHI TRITON 1997 Workshop Manual ENGINE <4D5> ± General Information11B-2
GENERAL INFORMATION11100010339
Items4D56
Total displacement m2,477
Bore x Stroke mm91.1 x 95.0
Compression ratio21
Combustion chamberVortex chamber type
Camsh

Page 117 of 1310

MITSUBISHI TRITON 1997 Workshop Manual 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
bee

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

MITSUBISHI TRITON 1997 Workshop Manual 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-E

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 127 of 1310

MITSUBISHI TRITON 1997 Workshop Manual MPI ± General Information13A-4
OTHER CONTROL FUNCTIONS
1. Fuel Pump Control
Turns the fuel pump relay ON so that current
is supplied to the fuel pump while the engine
is cranking or running.
2. A/C R

Page 149 of 1310

MITSUBISHI TRITON 1997 Workshop Manual MPI ± Troubleshooting13A-26
INSPECTION PROCEDURE 5
No initial combustion (starting impossible)
Probable cause
In cases such as the above, the cause is probably that a spark plug is defective,
or that

Page 156 of 1310

MITSUBISHI TRITON 1997 Workshop Manual MPI ± Troubleshooting13A-33
INSPECTION PROCEDURE 12
When the engine is hot, it stalls at idling. (Die out)
Probable cause
In such cases as the above, the cause is probably that ignition system, air/f

MPI ± Troubleshooting13A-33
INSPECTION PROCEDURE 12
When the engine is hot, it stalls at idling. (Die out)
Probable cause
In such cases as the above, the cause is probably that ignition system, air/fuel mixture,
idle speed control (ISC) or compression pressure is defective.
In addition, if the engine suddenly stalls, the cause may also be a defective connector
contact.Malfunction of the ignition system
Malfunction of air-fuel ratio control system
Malfunction of the ISC system
Drawing air into intake system
Improper connector contact
Were the battery terminals disconnected?Ye sAfter warming-up, let the engine run at idling for 10 minutes.
No
MUT-II Self-Diag code
Are diagnosis codes displayed?Ye sRefer to P.13A-10, INSPECTION CHART FOR DIAGNOSIS
CODES.
No
Check the ISC servo for operation sound. (Refer to P.13A-90.)NGCheck the ISC servo system.
(Refer to P.13A-45, INSPECTION PROCEDURE 31.)
OK
Check the injector for operation sound.NGCheck the injector system. (Refer to P.13A-19, INSPECTION PRO-
CEDURE FOR DIAGNOSIS CODE 41.)
OK
Does the engine stall right after the accelerator pedal is released?Ye sClean the throttle valve
area. (Refer to P.13A-78.)Check and adjust the
fixed SAS.
(Refer to P.13A-79.)
No
Does the engine stall easily again?NoWhile carrying out an intermittent malfunction simulation test (Refer
to GROUP 00 ± Points to Note for Intermittent Malfunctions.), check
for sudden changes in the signals shown below.
Crank angle sensor signal
Air flow sensor signal
Injector drive signalPrimary and secondary
ignition signal
Fuel pump drive signal
Engine-ECU power supply
voltage
Ye s
MUT-II: Engine stalling inspection when the engine is warm and
idling. (Refer to P.13A-50, INSPECTION PROCEDURE 39.)
OK
Check the ignition timing.
(Refer to GROUP 11 ± On-vehicle Service.)NGCheck that the distributor is installed properly.
OK
Check the following items.
Check the ignition coil, spark plugs, spark plug cables. (Refer to GROUP 16 ± On-vehicle Service.)
Check if the injectors are clogged.
Check the compression pressure. (Refer to GROUP 11 ± On-vehicle Service.)
Check if foreign materials (water, alcohol, etc.) got into fuel.

Page 163 of 1310

MITSUBISHI TRITON 1997 Workshop Manual MPI ± Troubleshooting13A-40
INSPECTION PROCEDURE 24
Fuel pump system
Probable cause
The engine-ECU turns the control relay ON when the engine is cranking or running,
and this supplies power to drive

MPI ± Troubleshooting13A-40
INSPECTION PROCEDURE 24
Fuel pump system
Probable cause
The engine-ECU turns the control relay ON when the engine is cranking or running,
and this supplies power to drive the fuel pump.Malfunction of the fuel pump relay
Malfunction of the fuel pump
Improper connector contact, open circuit or
short-circuited harness wire
Malfunction of the engine-ECU
Check the fuel pump operation. (Refer to P.13A-84.)NGCheck the fuel pump circuit.
(Refer to P.13A-53, INSPECTION PROCEDURE 43.)
OK
Check the fuel pump relay. (Refer to P.13A-86.)NG
Replace
OK
Measure at the fuel pump relay connector C-54.
Connect the connector.
Voltage between 1 and earth
MUT-II Actuator test: Fuel pump drive
OK:System voltageNGCheck the fuel pump drive control circuit.
(Refer to P.13A-54, INSPECTION PROCEDURE 44.)
OK
Check the harness wire between fuel pump relay connector and
fuel pump drive terminal, and repair if necessary.
INSPECTION PROCEDURE 25
Idle position switch system
Probable cause
The idle position switch inputs the condition of the accelerator pedal, i.e. whether
it is depressed or released (HIGH/LOW), to the engine-ECU.
The engine-ECU controls the idle speed control servo based on this input.Maladjustment of the accelerator pedal
Maladjustment of the fixed SAS
Maladjustment of the idle position switch and throttle
position sensor
Improper connector contact, open circuit or
short-circuited harness wire
Malfunction of the engine-ECU
Check the idle position switch. (Refer to P.13A-87.)NGReplace
OK
Measure at the throttle position sensor connector A-47.
Disconnect the connector, and measure at the harness side.
Voltage between 2 and earth (Ignition switch: ON)
OK:4 V or higher
Continuity between 1 and earth
OK:ContinuityNGCheck the following
connector. C-51NG
Repair
OK
Check trouble symptom.
NG
Check the harness wire between engine-ECU and throttle position
sensor connector.
OK
Replace the engine-ECU.
NG
Repair
OK
Check the following
connector. A-47NG
Repair
OK
Check trouble symptom.
NG
Replace the engine-ECU.

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