2000 MITSUBISHI MONTERO compression ratio

ENGINE <6G7> -General Information/Service Specifications11A-3
GENERAL INFORMATION
Items6G74-GDI
Total displacement ml3,497
Bore´Stroke mm93´85.8
Compression ratio10.4
Combustion chamberPentroof + ball-in-piston
Camshaft arrangementDOHC
Number of valveIntake12
Exhaust12
Valve timingIntakeOpeningBTDC 8_
ClosingABDC 56_
ExhaustOpeningBBDC 48_
ClosingATDC 16_
Fuel systemElectronically controlled multipoint fuel injection
Rocker armRoller type
Auto-lash adjusterEquipped
SERVICE SPECIFICATIONS
ItemsStandard valueLimit
Basic ignition timing5_BTDC±3_-
Ignition timingApprox. 20_BTDC*1-
Idle speed r/min600±100*1-
CO contents %0.5 or less-
HC contents ppm100 or less-
Compression pressure (at engine speed of 280 r/min) kPa1,275980
Compression pressure difference of all cylinders kPa-Max. 98
Intake manifold vacuum kPa-Min. 56*2
Auto tensioner rod depth (mm)Within 1-
Timing belt tension torque N×m4.4-
Auto-tensioner rod protrusion amount mm3.8 - 5.0-
NOTE
*1: Indicates the value measured within 4 minutes since the engine was started.
*2: Indicates the value when more than 4 minutes have passed since the engine was started.


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ENGINE <4D5> -General Information11B-2
GENERAL INFORMATION
Items4D56
Total displacement mL2,477
Bore x Stroke mm91.1 x 95.0
Compression ratio21
Combustion chamberVortex chamber type
Camshaft arrangementSOHC
Number of valveIntake4
Exhaust4
Valve timingIntakeOpeningBTDC 20_
ExhaustClosingABDC 49_
IntakeOpeningBBDC 55_
ExhaustClosingATDC 22_
Fuel systemDistribution type injection pump
Rocker armRoller type
Adjusting screwElephant foot type


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ENGINE <4D5> -Service Specifications/Sealants11B-3
SERVICE SPECIFICATIONS
ItemsStandard valueLimit
A/C compressor drive beltVibration frequency Hz157 - 176–
(When inspection)Tension N260 - 325–
Deflection mm 8.0 - 8.5–
A/C compressor drive beltVibration frequency Hz157 - 176–
(When adjustment)Tension N260 - 325–
Deflection mm 8.0 - 8.5–
A/C compressor drive beltVibration frequency Hz192 - 208–
(When replacement)Tension N390 - 450–
Deflection mm 6.5 - 7.0–
Valve clearance (at hot) mm0.25-
Injection timing (Value indicated on dial gauge mm)9_ATDC (1±0.03)-
Idle speed r/min750±100-
Compression pressure kPa (at engine speed of 280 r/min)3,040Min. 2,256
Compression pressure difference of all cylinder (at engine speed of 280
r/min) kPa-Max. 294
Timing belt tension mm4-5
Timing belt B tension mm4-5
SEALANTS
ItemsSpecified sealantRemarks
Oil panMITSUBISHI GENUINE PART
MD970389 or equivalentSemi-drying sealant
Semi-circular packing and rocker
cover gasket seal, and cylinder head
seal3M ATD Part No. 8660 or equivalent


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ENGINE <4D5> -General/General Information/Service Specifications/Sealant11B-2
GENERAL
OUTLINE OF CHANGES
Some service procedures have been revised as the following changes have been made to comply to
the Emission Regulation StepIII.
DInjection timing and idle speed check and adjustment have bee changed as the electronic-controlled
fuel injection pump has been introduced.
DThe oil pan has a cover in order to reduce noise due to an enhanced engine output.
DA crank angle sensor and crankshaft sensing blade have been added due to the introduction of
an electronic-controlled fuel injection pump. Due to this change, the timing belt front lower cover
has been reshaped.
DThe tightening torque of the cylinder head bolts and the cylinder head gasket have been changed.
GENERAL INFORMATION
Items4D56
Total displacement mL2,477
Bore x Stroke mm91.1 x 95.0
Compression ratio21
Combustion chamberVortex chamber type
Camshaft arrangementSOHC
Number of valveIntake4
Exhaust4
Valve timingIntakeOpeningBTDC 20_
ExhaustClosingABDC 49_
IntakeOpeningBBDC 55_
ExhaustClosingATDC 22_
Fuel systemElectronically controlled type injection pump
Rocker armRoller type
Adjusting screwElephant foot type
SERVICE SPECIFICATIONS
ItemsStandard value
Idle speed r/min750±30
Timing belt tension mm4-5
Timing belt B tension mm4-5
SEALANT
ItemsSpecified sealantRemarks
Oil panMITSUBISHI GENUINE PART
MD970389 or equivalentSemi-drying sealant


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ENGINE <4M4> -General Information/Service Specifications11C-2
GENERAL INFORMATION
Items4M41
Total displacement mL3,200
Bore´Stroke mm98.5´105.0
Compression ratio17.0
Camshaft arrangementDOHC
Number of valveIntake8
Exhaust8
Valve timingIntakeOpeningBTDC 13_
ClosingABDC 31_
ExhaustOpeningBBDC 55_
ClosingATDC 17_
Fuel systemDistribution type injection pump
Rocker armRoller type
SERVICE SPECIFICATIONS
ItemsStandard valueLimit
Alternator drive beltVibration frequency Hz122 - 161–
(When inspection)Tension N207 - 363–
Deflection mm 8-11–
Alternator drive beltVibration frequency Hz122 - 136–
(When adjustment)Tension N207 - 259–
Deflection mm 10 - 11–
Alternator drive beltVibration frequency Hz149 - 161–
(When replacement)Tension N311 - 363–
Deflection mm 8-9–
A/C compressor drive beltVibration frequency HzA177 - 191–
(When inspection)B145 - 156–
Tension NC343 - 392–
Deflection mm
C7.5 - 8.5–
A/C compressor drive beltVibration frequency HzA177 - 191–
(When adjustment)B145 - 156–
Tension NC343 - 392–
Deflection mm
C7.5 - 8.5–
A/C compressor drive beltVibration frequency HzA177 - 191–
(When replacement)B145 - 156–
Tension NC490 - 539–
Deflection mm
C6.0 - 6.5–


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ENGINE <4M4> -On-vehicle Service11C-13
8. If there is a cylinder which compression or compression
difference is outside the limit, pour a small amount of
engine oil through the glow plug hole, and repeat the
operations in steps 6 - 7.
(1) If the compression increases after the oil is added,
the cause of the malfunction is a worn or damaged
piston ring and /or cylinder inner surface.
(2) If the compression does not rise after the oil is added,
the cause is a burnt or defective valve seat, or pressure
is leaking from the gasket.
9. Connect the fuel cut solenoid valve connector.
10. Install the glow plugs.


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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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GDI -General Information13A-3
GENERAL INFORMATION
The Gasoline Direct Injection System consists
of sensors which detect the engine conditions,
the engine-ECU or engine-A/T-ECU
which controls the system based on
signals from these sensors, and actuators
which operate under the control of the
engine-ECU or engine-A/T-ECU .The engine-ECU or engine-A/T-ECU
carries out activities such as fuel injection
control, idle speed control and ignition timing
control. In addition, the engine-ECU or
engine-A/T-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 for each cylinder is mounted
at the cylinder head. The fuel is sent under
pressure from the fuel tank to the fuel pressure
regulator (low pressure) by the fuel pump (low
pressure). The pressure is regulated by the
fuel pressure regulator (low pressure) and the
fuel regulated is then sent to the fuel pump
(high pressure). The fuel under increased
pressure generated by the fuel pump (high
pressure) is then regulated by the fuel pressure
regulator (high pressure) and is then distributed
to each of the injectors via the delivery pipes.Fuel injection is normally carried out once for
each cylinder for every two rotations of the
crankshaft. The firing order is 1-2-3-4-5-6. This
is called sequential fuel injection.
When the engine is cold or under a severe
load, the “open-loop” control keeps the air/fuel
ratio at a richer than usual level to maintain
driveability. When the engine is under low or
medium loads, the air/fuel ratio becomes leaner
to reduce fuel consumption. When the engine
is running at medium or high loads after having
warmed up, the “closed-loop” control uses the
signal from the oxygen sensor to keep the
air/fuel ratio at the optimum theoretical level.
THROTTLE VALVE OPENING ANGLE CONTROL
This system controls throttle valve opening
angle electronically. The engine-ECU
or engine-A/T-ECU determines how
deeply the accelerator pedal is depressed by
means of the accelerator position sensor (APS).
Then the engine-ECU or engine-A/T-ECU sends a target value of the
throttle valve opening angle to the throttle valve
controller. The throttle valve control servo
operates the throttle valve so that it reaches
the target opening angle.
IDLE SPEED CONTROL
This system maintains engine idle speed at
a predetermined condition by controlling the
air flow that passes through the throttle valve
according to engine idling condition and engine
loads at idling.
The engine-ECU or engine-A/T-ECU
operates the throttle valve control servoso that engine speed is maintained within a
map value. The map value is predetermined
according to engine coolant temperature and
air-conditioning load.
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 the
engine operating conditions. The ignition timingis determined by the engine-ECU or
engine-A/T-ECU from the engine speed,
intake air volume, engine coolant temperature,
atmospheric pressure and injection timing
(intake stroke or compression stroke).


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