Mitsubishi Galant (2004+). Manual — part 1679

BASE ENGINE

ENGINE <2.4L ENGINE>

11A-5

The entrance profile for the coolant fed from the
water pump is modified to increase the amount of
coolant being circulated.

While maintaining the current deformation amount
for the cylinder bore, expanding the profiles of the
water holes on the cylinder block reduces residual
sand within the water jacket.

AK300821

OPENING OF "R" SHAPE

IMPROVED OPENING SHAPE

AC

AK300822

ENLARGED HOLES

ENLARGED HOLES

AC

BASE ENGINE

ENGINE <2.4L ENGINE>

11A-6

PISTON

The piston is designed to be lightweight by reducing
the compression height and reducing the unburned
gas less by reducing the top land height.

Application of Molybdenum coating to the skirt
reduces friction.
Addition of V-cut groove on the second land reduces
oil consumption.

CONNECTING ROD

The connecting rod is designed to be lightweight by changing the profiles of the small end and the con rod.

AK300824

REDUCED COMPRESSION HEIGHT

MOLYBDENUM COATING

REDUCED TOP LAND

PISTON DIAMETER

REDUCED
PISTON
OFFSET

AD

ADDED V-CUT GROOVE

AK300828

REDUCED OUTER
SHAPE IN SMALL END

AD

ROD REDUCED

BASE ENGINE

ENGINE <2.4L ENGINE>

11A-7

CRANKSHAFT

The crankshaft is designed to be lightweight by
changing the profile of the balance weight.

BALANCER SHAFT

In accordance with the more lightweight piston and
connecting rod, the balancer shaft is designed to be
lightweight by changing the unbalance mass of the
balancer shaft.

CRANKSHAFT PULLEY

The crankshaft pulley is increases the pulley diame-
ter of the accessories belt.The hub is made of alumi-
num.

AK300825AC

REMOVED SHOULDER WALL THICKNESS

AK300829

REMOVED BALANCER MASSES

AD

AK303978

ALUMINUM HUB

AC

BASE ENGINE

ENGINE <2.4L ENGINE>

11A-8

MITSUBISHI INNOVATIVE VALVE TIMING & LIFTING ELECTRONIC CONTROL SYSTEM
(MIVEC)

MIVEC has an additional switching system on the
two intake valves compared to the conventional
SOHC 4 valve engine. This switching system has a
two cams for the low mode having a difference
between the valve lifts and for the high mode keep-
ing both valve lifts high.
In the range of the low engine speed, the flow within
the valves is different between the valve lifts. Also
the stabilization of the combustion is designed for
fuel economy, low exhaust gas and high torque. In
the range of the high engine speed, the high output
due to the increment in the intake air amount is
reached by increasing the open valve period and the
lift.
The structure has the T-lever that moves following
the high lift cam and is arranged between the high lift
cam and the lift cams of low & middle, in addition to
the low & middle lift cams and the rocker arm that
drive the two intake valves each.

In the range of the low engine speed, each valve
drives alone at the low lift cam and the middle lift
cam respectively because the wing of T-lever does
not reach the piston. In the range of the high engine
speed, the oil pressure moves the piston within the
rocker arm. T-lever pushes the rocker arm forward
and then the high lift cam drives the both valves.
The cam switching is carried out when the torque to
be produced in the low speed mode and the high
speed mode respectively cross each other at an
engine speed of 3500 r/min.
An accumulator ensures oil pressure at the instant of
switching and prevents switching mistakes.
The oil passage is divided into two, just in front of the
oil control valve (OCV). Oil is always supplied to the
exhaust rocker shaft.
Oil supply to the intake rocker shaft is controlled by
ON/OFF of the oil control valve (OCV) and carries
out the switching for the low, middle and high lift
cams.

AK302889 AC

Ø20 mm
(0.79 in)

T-LEVER

<4G69> <4G64>
Ø22 mm Ø20 mm

(0.87 in) (0.79 in)