2008 MITSUBISHI LANCER EVOLUTION X oil

BASE ENGINE
ENGINE MECHANICAL11A-8
CONNECTING RODS
The connecting rods are made of highly rigid, forged
carbon steel. The cross section of the rod portion is
shaped like the letter H.
A fracture-split process has been adopted for split-
ting the big end of the connecting rod.
The fracture split connecting rod has the high inser-
tion force between the rod and the cap as well as the
high installation location accuracy.
The oil holes that feed oil from the main journals of
the crankshaft to the crankshaft pins lubricate the
bearings at the big ends of the connecting rods.
CONNECTING ROD BEARINGS
The upper and lower connecting rod bearings are the
same. Each connecting rod bearing is provided with
a backing plate. Its bearing portion is made of an alu
-
minum alloy and its backing plate is made of ordinary
sheet steel.
The width of the connecting rod bearing has been
made as narrow as possible in proportion to the
bearing cap in order to reduce friction loss.
24
AK502491
D
L d
AD
20
ItemSpecifications
Small end hole diameter
(d) mm (in)21 (0.87)
Big end hole diameter (D)
mm (in)51 (2.01)
Center-to-center distance
(L) mm (in)149.25 (5.876)
AK502492AD A
H
Identification
color
ItemSpecifications
Width (H) mm (in)17 (0.7)
Thickness (A) mm (in)1.5 (0.06)

BASE ENGINE
ENGINE MECHANICAL11A-9
CRANKSHAFT
A forged crankshaft has been adopted.
It has 5 main bearings and 8 balance weights.
The crankshaft pins are located at equal 180° inter-
vals.
The oil holes feed engine oil from the journals to the
pins.
A crankshaft sprocket and an oil pump drive shaft are
press-fit to the front of the crankshaft.
CRANKSHAFT BEARINGS, THRUST BEARINGS
The upper crankshaft bearings have oil grooves and
the lower crankshaft bearings do not.
Each crankshaft bearing is provided with a backing
plate. Its bearing portion is made of an aluminum
alloy and its backing plate is made of ordinary sheet
steel. A thrust bearing, which sustains the load in the
thrust direction, is provided at each end of the No. 3
bearing.
AK502493AD
Balance weight
Balance weightBalance weightOil hole
Oil hole
ItemSpecifications
Pin outer diameter mm
(in)48 (1.9)
Journal outer diameter
mm (in)52 (2.0)
AK602940AC
Groove
Front
Thrust bearing
Upper bearingLower bearing
Oil groove
Oil hole
Identification
colorIdentification
color
ItemSpecifications
Crankshaft bearingWidth mm
(in)18 (0.71)
Thickness
mm (in)2.0 (0.08)
Crankshaft thrust
bearingThickness
mm (in)2.0 (0.08)

BASE ENGINE
ENGINE MECHANICAL11A-13
VA LV E S
The valves are made of heat-resistant steel and are
nitrided on their entire surface.
VALVE STEM SEALS
The valve stem seals are integrated with the valve
spring seats.
The valve stem seal portion excels in sealing perfor-
mance and is equipped with a spring to prevent oil
from descending.
VA LV E S P R I N G S
To prevent the engine from surging at high speeds,
unequal-pitch springs are used.
AK502500
LL Dd dD
AD
Intake Exhaust
ItemIntake valveExhaust valve
Head diameter
(D) mm (in)35 (1.4)29 (1.1)
Stem diameter
(d) mm (in)5.5 (0.22)5.5 (0.22)
Overall length (L)
mm (in)113.180
(4.4559)105.887
(4.1688)
AK502501
Spring
AD
AK502502
h
AD
ItemSpecifications
Free height (h) mm (in)47.44 (1.867)
Total number of windings8.67

BASE ENGINE
ENGINE MECHANICAL11A-14
VALVE TAPPETS
To adjust the valve lift, 47 sizes of valve tappets are
available in 0.015 mm (0.0006 in) increments, from
3.000 mm (0.1181 inch) to 3.690 mm (0.1453 in).
MIVEC (MITSUBISHI INNOVATIVE VALVE TIMING ELECTRONIC CONTROL SYSTEM)
The MIVEC consists of the parts shown in the illus-
tration.
This system continuously varies and optimally con-
trols the opening and closing timing of the individual
intake and exhaust valves, in order to improve torque
and power output in all speed ranges.
AK502503
Identification
markThickness
AD
AK503014
Exhaust V.V.T. sprocket
Section A-ASection B-B
Engine oil control
valve filter
Intake V.V.T. sprocket
Cylinder head
Cylinder blockB
B
Engine oil
control valve
Cylinder head
Cylinder block A
A
AE
Engine oil
control valve

BASE ENGINE
ENGINE MECHANICAL11A-15
V.V.T. SPROCKET (VARIABLE VALVE TIMING SPROCKET)
The engine oil control valve controls the hydraulic
pressure in order to move the vane rotor in the V.V.T.
sprocket to optimally control valve timing.
CAMSHAFT
The camshaft are hollow for weight reduction.
Each camshaft is provided with an oil passage to
guide the hydraulic pressure from the engine oil con
-
trol valve to the V.V.T. sprocket.
A cam position sensing cam for detecting the cam
position (used by the cam position sensor) is inte
-
grated at the back of each camshaft.
AK503061
Timing mark
Vane housing
Vane housing
Sprocket
SprocketRetard oil chamberRetard oil chamber
Vane roter
Vane roter
Advance oil
chamber
Advance oil
chamber
Stopper pin
Stopper pin
V.V.T. sprocket
bolt
V.V.T. sprocket
boltVane
bushing
Vane bushing
Spring Intake V.V.T. sprocket
Exhaust V.V.T. sprocketTiming mark
AD
AK502506
Intake camshaft
Exhaust camshaft Retard
oil channel
Retard
oil channelAdvance
oil channel
Advance
oil channelDowel pin
Hollow sectionSealing capCam positon
sensing cam
AD

BASE ENGINE
ENGINE MECHANICAL11A-16
ENGINE OIL CONTROL VALVE
The engine oil control valve consists of a solenoid
valve, which switches the hydraulic pressure that
acts on the vane rotor in the V.V.T. sprocket assem
-
bly. This valve is actuated by a signal from the
engine ECU.
ItemSpecifications
Overall length mm (in)Intake435.00 (17.126)
Exhaust438.27 (17.255)
Journal outer diameter mm (in)IntakeNo.130 (1.2)
No.2 − 524 (0.9)
ExhaustNo.136 (1.4)
No.2 − 524 (0.9)
Camshaft lift mm (in)Intake8.45 (0.333)
Exhaust8.20 (0.323)
AK302997AE
Spring guide
Valve sleevePlunger springSpool
O-ringInsulation
coilar
Stator
Guide capBracketYo k eSeal cap Plunger ShaftTerminal Bobbin
TapeEnameled
copper wire
Drain
Drain
Pump Pressure
chamberDefault
pressure
chamber

BASE ENGINE
ENGINE MECHANICAL11A-17
TIMING CHAIN CASE
The timing chain case is made of an aluminum alloy.
A front crankshaft oil seal is press-fit into the case.
AK502507
Oil seal
AD
Timing chain case

EMISSION CONTROL
ENGINE AND EMISSION CONTROL17-12
EVAPORATIVE EMISSION PURGE SOLENOID
An evaporative emission purge solenoid is installed in the
intake manifold.The evaporative emission purge solenoid con
-
trols the intake volume of fuel vapor gas from the canister. The
evaporative emission purge solenoid is a duty control type
solenoid valve. When current is not passing through the coil,
nipple A is kept airtight and fuel vapor gas cannot be sucked in.
When current passes through the coil, air can pass between
nipple A and B and fuel vapor gas is sucked in. ECM changes
the ON duty ratio according to engine's operating condition to
control the intake volume of fuel vapor gas.
EXHAUST GAS RECIRCULATION (EGR) SYSTEM M2171000300122
When the combustion gas temperature becomes
high, generation of the environment polluting NOx
(nitrogen oxides) increases rapidly. EGR system is
used to decrease the volume of NOx generated.
EGR system re-circulates exhaust gas inside the
intake manifold. It increases specific heat of the com
-
bustion gases and reduces combustion speed to lower the combustion temperature and reduce the
volume of NOx generated. ECM calculates the EGR
introduction volume according to engine operating
conditions and controls the EGR valve opening angle
at optimum. Also, immediately after the ignition
switch ON signal is input, it drives fully closed step
-
per motor and performs initialization.
AK604745AC
B To canister
To intake manifoldA
AK602245AD
12V
ONOFF
0V100 ms
Evaporative
emission
purge solenoidFrom MFI relay
ECM
AK502987AE
ECMMass airflow sensor
Intake air temperature sensor
Manifold absolute
pressure sensor
Engine coolant
temperature sensor
Throttle position sensor
Crankshaft position sensor BatteryEGR valve
(stepper motor)