Mitsubishi Eclipse. Technical Information Manual (1994) — part 21

ENGINE <NON-TURBO> Acceleration System

ACCELERATION SYSTEM

ACCELERATOR PEDAL AND ACCELERATOR CABLE

The accelerator system is a cable and suspended

pedal combination.

The accelerator pedal side end of the cable is
vided with a plastic bushing which effectively sup-

presses the noise that would result from direct con-

tact of the cable and the accelerator arm.

Plastic
bushing

I

2’

ENGINE <NON-TURBO> Acceleration System

AUTO-CRUISE CONTROL SYSTEM

By using the auto-cruise control, the driver can drive

at the speed he likes [in a range of approximately
56 to 137 km/h (35 to 65 mph)] without depressing
the accelerator pedal.
The actuator system consists of a reservoir assem-
bly and a speed control assembly. The actuator
is operated by intake manifold vacuum.

The control unit is incorporated in the engine control

module. Transmission of information including

speed and engine speed is accomplished in

the inside of the module.

Control switch

Intermediate link

Main switch

Vehicle speed
sensor

Park/Neutral position
switch

Engine control module

Reservoir assembly

Main switch

Auto-cruise control indicator

03x0159

Control switch

ENGINE <TURBO> General Information

GENERAL INFORMATION

This 4G63-DOHC engine with turbocharger is essentially the same as the one currently used for Eclipse.

MAJOR SPECIFICATIONS

Items

Specifications

Total displacement

1,997 (121.9)

Bore x Stroke

mm (in.)

85.0 (3.35) x 88.0 (3.46)

Compression ration

8.5

Combustion chamber

type

Camshaft arrangement

DOHC

Valve timing

Intake

Open

BTDC

Close

ABDC

Exhaust

Open

57” BBDC

Close

15” ATDC

Fuel system

Electronic control multipoint fuel injection

Roller type

Lash adjuster

Equipped

ENGINE <TURBO> - Cooling System

COOLING SYSTEM

The cooling system is of the water-cooled, forced
circulation type with the following features:

l

A small-size, high-performance radiator has

been adopted for better cooling efficiency and
less weight.

l

Reduction in size of the automatic transaxle

oil cooler had resulted in a lowered radiator
position, which has permitted the “slant nose”
design of the body.

l

The cooling fan control has been integrated

into the centralized control by the engine control
module for better cooling efficiency, better fuel
consumption, less noise, and better accelera-
tion. (For detailed information on the controls,
refer to

l

The system uses an “inlet coolant temperature

method” which is achieved by locating the ther-
mostat at the coolant inlet side of the engine.

COOLANT FLOW

When engine is cold (Thermostat closed):

Cylinder head

Throttle body

I

Water inlet pipe

Heater

Thermostat case

(Thermostat)

Turbocharger

When engine is hot (Thermostat open):

Cylinder head

Throttle body

Water inlet pipe

Heater

Turbocharger