2000 MITSUBISHI MONTERO fuel type

2
GENERAL INFORMATION
Items 4M41
Total displacement mℓ
3,200
Bore x Stroke mm 98.5 x 105.0
Compression ratio 17.0
Camshaft arrangement DOHC
Intake 8Number of valve
Exhaust 8
Opening BTDC 13ºIntake
Closing ABDC 31º
Opening BBDC 55º
Valve timing
Exhaust
Closing ATDC 17º
Fuel system Distribution type injection pump
Rocker arm Roller type
SERVICE SPECIFICATIONS
Items Standard value Limit
Vibration frequentcy Hz 122 – 161 -
Tension N 207 – 363 -
Alternator drive belt
(When inspection)
Deflection mm 8 – 11 -
Vibration frequentcy Hz 122 – 136 -
Tension N 207 – 259 -
Alternator drive belt
(When adjustment)
Deflection mm 10 – 11 -
Vibration frequentcy Hz 149 – 161 -
Tension N 311 – 363 -
Alternator drive belt
(When replacement)
Deflection mm 8 – 9 -
A 177 – 191 -Vibration frequentcy
Hz
B 145 – 156 -
Tension N C 343 – 392 -
A 169 – 189
A/C compressor drive belt
(When inspection)
Deflection mm
C 7.5 – 8.5 -
B 111 – 124
A 177 – 191 -A 285 – 355Vibration frequentcy
Hz
B 145 – 156 -A 7.0 – 8.0
Tension N C 343 – 392 -A 169 – 189
B 111 – 124
A/C compressor drive belt
(When adjustment)
Deflection mm
C 7.5 – 8.5 -
A 285 – 355
A 177 – 191 -A 7.0 – 8.0Vibration frequentcy
Hz
B 145 – 156 -A 207 – 223
Tension N C 490 – 539 -B 135 – 146
A 425 – 500
A/C compressor drive belt
(When replacement)
Deflection mm
C 6.0 – 6.5 -
A 6.0 – 6.5
11C-2ENGINE <4M4> - General Information/Service Specifications



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ENGINE LUBRICATION -General Information12-2
GENERAL INFORMATION
The lubrication method is a fully force-fed, full-flow
filtration type.An oil cooler with high cooling performance and
which is built into the crankcase has been adopted.
<4M4>
Items6G74D54M4
Oil pump typeTrochoid typeExternal gear typeExternal gear type
Drive methodCrankshaftCrankshaft gearCrankshaft gear
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:
DAvoid prolonged and repeated contact with oils,
particularly used engine oils.
DWear protective clothing, including impervious
gloves where practicable.
DAvoid contaminating clothes, particularly
underpants, with oil.
DDo not put oily rags in pockets, the use of
overalls without pockets will avoid this.
DDo not wear heavily soiled clothing and
oil-impregnated foot-wear. Overalls must be
cleaned regularly and kept separate from
personal clothing.DWhere 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.
DObtain First Aid treatment immediately for open
cuts and wounds.
DWash 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.
DDo not use petrol, kerosine, diesel fuel, gas
oil, thinners or solvents for cleaning skin.
DUse barrier creams, applying them before each
work period, to help the removal of oil from
the skin after work.
DIf skin disorders develop, obtain medical advice
without delay.


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GDI -General Information13A-4
SELF-DIAGNOSIS FUNCTION
DWhen an abnormality is detected in one
of the sensors or actuators related to
emission control, the engine warning lamp
(check engine lamp) illuminates or flashes
as a warning to the driver.
DWhen an abnormality is detected in one
of the sensors or actuators, a diagnosis
code corresponding to the abnormality is
output.
DThe engine-ECU records the engine
operating condition when the diagnosis
code is set. This data is called “freezeframe” data.
This data can be read by using the MUT-II,
and can then be used in simulation tests
for troubleshooting. M/T>
DThe RAM data inside the engine-ECU
or engine-A/T-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.
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 Relay Control
Turns the compressor clutch of the A/C
ON and OFF.3. Purge Control Solenoid Valve Control
Refer to GROUP 17.
4. EGR Control Servo Control
Refer to GROUP 17.
GENERAL SPECIFICATIONS
ItemsSpecifications
Throttle bodyThrottle bore mm65
Throttle position sensorVariable resistor type
Throttle valve control servoBrushless DC-motor type
Engine-ECUIdentification model No.E2T79271 Engine-ECU
Identification model No.E2T79271
E2T79272
Engine-Identification model No.E2T76277
A/T-ECU
E2T76278


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GDI -General Information13A-5
Items Specifications
SensorsAir flow sensorKarman vortex type
Barometric pressure sensorSemiconductor type
Intake air temperature sensorThermistor type
Engine coolant temperature sensorThermistor type
Oxygen sensorZirconia type
Accelerator pedal position sensor (1st
and 2nd channels)Variable resistor type
Accelerator pedal position switchRotary contact type, within accelerator pedal position
sensor (1st channel)
Vehicle speed sensorMagnetic resistive element type
Inhibitor switchContact switch type
Camshaft position sensorHall element type
Crank angle sensorHall element type
Detonation sensorPiezoelectric type
Fuel pressure sensorMetallic membrane type
Power steering fluid pressure switchContact switch type
ActuatorsEngine control relay typeContact switch type
Fuel pump relay typeContact switch type
Injector driver control relayContact switch type
Injector type and numberElectromagnetic type, 6
Injector identification markDIM 1070
Throttle valve control servo relayContact switch type
Throttle valve control servoBrushless DC-motor type
EGR valveStepper motor type
Purge control solenoid valveDuty cycle type solenoid valve
Fuel pressure
regulator (low
pressure)Regulator pressure kPa329
Fuel pressure
regulator
(high pres-
sure)Regulator pressure MPa5.0


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DIESEL FUEL <4M4> -General Information13C-2
GENERAL INFORMATION
The electronically-controlled fuel injection system consists of sensors which detect the condition of the
diesel engine, an engine-ECU which controls the system based on signals from these sensors, and actuators
which operate according to control commands from the engine-ECU.
The engine-ECU carries out operations such as fuel injection rate control, fuel injection timing control
and idle up control. In addition, the engine-ECU is equipped with several self-diagnosis functions which
make troubleshooting easier in the event that a problem develops.
FUEL INJECTION RATE CONTROL
The fuel injection completion timing is controlled by means of a solenoid-type spill valve to ensure that
the optimum amount of fuel is supplied to the engine in accordance with gradual changes in the engine
running condition.
Before fuel injection starts, the solenoid-type spill valve is on (energized), so that the valve is closed.
As the plunger turns and rises, fuel is sent out under pressure, and when the fuel flow rate reaches
the target value for fuel injection, the solenoid-type spill valve turns off. When the solenoid-type spill
valve turns off, the fuel under high pressure inside the plunger is leaked out into the pump chamber
and fuel injection is completed.
FUEL INJECTION TIMING CONTROL
The position of the injection pump timer piston is controlled so that fuel injection is carried out at the
optimum timing in accordance with the engine running condition.
The timer piston position is determined by duty control of the timing control solenoid valve which is located
in the line between the high-pressure chamber and the low-pressure chamber of the timer piston.
The fuel injection timing is advanced by increasing the control duty of the timing control solenoid valve.
IDLE SPEED CONTROL
Controlling the fuel injection rate in accordance with the engine running condition maintains the idle speed
at the optimum condition.
SELF-DIAGNOSIS FUNCTION
DWhen an abnormality is detected in any of the sensors or actuators, the engine warning lamp illuminates
to warn the driver.
DWhen an abnormality is detected in any of the sensors or actuators, a diagnosis code number
corresponding to the problem which occurred is output.
DThe RAM data relating to the sensors and actuators which is stored in the engine-ECU can be read
using the MUT-II. In addition, the actuators can be force-driven under certain conditions.
OTHER CONTROL FUNCTIONS
1. Power Supply Control
When the ignition switch is turned to ON, the relay turns on and power is supplied to components
such as the timing control solenoid valve.
2. Intake Air Throttle Control
When the engine is idling after having warmed up, the throttle valve is half opened to restrict the
amount of intake air in order to reduce vibration and noise.
3. A/C Relay Control
Turns the compressor clutch of the A/C ON and OFF
4. Fan motor relay control
The radiator fan and condenser fan operating speeds are controlled in accordance with the engine
coolant temperature and the vehicle speed.
5. Glow Control
Refer to GROUP 16.
6. EGR Control
Refer to GROUP 17.


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DIESEL FUEL <4D5-stepIII>-General/General Information13E-2
GENERAL
OUTLINE OF CHANGE
An electronically-controlled injection pump has been added in order to comply with Regulation STEP
III. Due to this, the following service procedures have been added.
GENERAL INFORMATION
The electronically-controlled fuel injection system consists of sensors which detect the condition of the
diesel engine, an engine-ECU which controls the system based on signals from these sensors, and actuators
which operate according to control commands from the engine-ECU.
The engine-ECU carries out operations such as fuel injection rate control, fuel injection timing control
and idle up control. In addition, the engine-ECU is equipped with several self-diagnosis functions which
make troubleshooting easier in the event that a problem develops.
FUEL INJECTION RATE CONTROL
The fuel injection completion timing is controlled by means of a solenoid-type spill valve to ensure that
the optimum amount of fuel is supplied to the engine in accordance with gradual changes in the engine
running condition.
Before fuel injection starts, the solenoid-type spill valve is on (energized), so that the valve is closed.
As the plunger turns and rises, fuel is sent out under pressure, and when the fuel flow rate reaches
the target value for fuel injection, the solenoid-type spill valve turns off. When the solenoid-type spill
valve turns off, the fuel under high pressure inside the plunger is leaked out into the pump chamber
and fuel injection is completed.
FUEL INJECTION TIMING CONTROL
The position of the injection pump timer piston is controlled so that fuel injection is carried out at the
optimum timing in accordance with the engine running condition.
The timer piston position is determined by duty control of the timing control solenoid valve which is located
in the line between the high-pressure chamber and the low-pressure chamber of the timer piston.
The fuel injection timing is advanced by increasing the control duty of the timing control solenoid valve.
IDLE SPEED CONTROL
Controlling the fuel injection rate in accordance with the engine running condition maintains the idle speed
at the optimum condition.
SELF-DIAGNOSIS FUNCTION
DWhen an abnormality is detected in any of the sensors or actuators, the engine warning lamp illuminates
to warn the driver.
DWhen an abnormality is detected in any of the sensors or actuators, a diagnosis code number
corresponding to the problem which occurred is output.
DThe RAM data relating to the sensors and actuators which is stored in the engine-ECU can be read
using the MUT-II. In addition, the actuators can be force-driven under certain conditions.
OTHER CONTROL FUNCTIONS
1. Power Supply Control
When the ignition switch is turned to ON, the relay turns on and power is supplied to components
such as the timing control solenoid valve.
2. Intake Air Throttle Control
When the engine-ECU detects an abnormality in any of the sensors or actuators, the throttle valve
is half opened to restrict the amount of intake air in order to prevent the vehicle from running away.
3. A/C Relay Control
Turns the compressor clutch of the A/C ON and OFF
4. Condenser Fan Motor Relay Control
Controls the condenser fan motor relay based on the A/C switch, engine coolant temperature and
vehicle speed input signals.
5. Glow Control
Refer to GROUP 16.
6. EGR Control
Refer to GROUP 17.


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INTAKE AND EXHAUST -General Information/Service Specifications/Sealant15-3
At starting and driving at low speed, the duty control
value of the variable geometry solenoid valve is
increased to apply the vacuum pressure of the
vacuum pump to the variable geometry actuator.
Applying the vacuum pressure to the variable
geometry actuator pulls the actuator rod so that
it can move towards the direction of closing the
variable nozzle of the variable geometry
turbocharger. As closing the nozzle reduces the
exhaust gas mass, the speed of exhaust gas flow
will be increased and efficiency will be improved.
Since the characteristic of boost pressure becomes
a low speed type, boost pressure will suddenly
rise from low speed.
At driving at high speed, the duty control value
of the variable geometry solenoid valve is
decreased to reduce the vacuum pressure from
the vacuum pump so that the actuator rod can
return to the deactivated status and move towards
the direction of opening the nozzle of the variable
geometry turbocharger.Opening the nozzle allows the characteristic of
boost pressure to become a high speed type so
that the appropriate boost pressure can be
maintained.
Therefore, boost pressure can be controlled by
appropriate duty control of the variable geometry
solenoid valve. The engine-ECU calculates the
correct boost pressure based on the engine speed
and fuel injection amount. Furthermore, the duty
control of the variable geometry solenoid valve is
given feedback of the signals from the variable
geometry control pressure sensor and the boost
pressure sensor so that the variable nozzle opening
angle of the variable geometry turbocharger can
be quickly adjusted to obtain the desired boost
pressure.
SERVICE SPECIFICATIONS
ItemsStandard value
Variable geometry actuator activation vacuum
(Approximately 1 mm stroke) kPaApproximately 10.5 - 12.5
Variable geometry solenoid valve coil resistance
(at 20°C)Ω29 - 35
SEALANT
ItemSpecified sealantRemarks
Thread of the intake manifold mounting
bolts3M Stud Locking No.4170 or equivalentAnaerobic sealant


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ENGINE AND EMISSION CONTROL -Emission Control System <6G7>17-31
EMISSION CONTROL SYSTEM <6G7>
GENERAL INFORMATION
The emission control system consists of the following subsystems:
DCrankcase emission control system
DEvaporative emission control system
DExhaust 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
Duty cycle type solenoid valve
(Purpose: HC reduction)
Exhaust emission
control systemAir-fuel ratio control device - GDI systemOxygen sensor feedback type
(Purpose: CO, HC, NOx reduction)
Exhaust gas recirculation system
DEGR valveEquipped
Stepper motor type
(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
recirculation
systemReference
page
PCV valve´17-35
Purge control solenoid valve´17-38
GDI system component´´GROUP
13A
Catalytic converter´17-44
EGR valve´17-40


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