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And all this engineering expertise is executed and packaged into a car where the detail finish, ease of driving and servicing, interior space, ride comfort, equipment and mechanical refinement including a remarkable level of silence can delight not just the high performance enthusiast, but any driver with the slightest response to an object of quality.

Mitsubishi Lancer 2000 Turbo is an exercise in detail perfection, co-ordinated to create balanced overall efficiency.

In this new car, Mitsubishi designers and engineers disclose much of the companies thinking about car development.

It shows in the very thorough approach to extracting exceptional efficiency. It is reflected by the careful redevelopment of all relevant components to balance the greater demands placed on a high performance car. There is the great attention paid to ensuring that the power is fully matched by precisely responsive, surefooted handling and high inherent stability.

The engine was designed with high performance, turbo application in mind oilways, coolant circulation, bearing areas and stress absorption are all generously provided for.

THE ENGINE

Mitsubishi-developed 2nd generation turbocharger

Working in conjunction with Mitsubishi Motors engineers. the Research and Development section of the associate company, Mitsubishi Heavy Industries Ltd., devised a substantially superior performing turbocharger. It introduces two main advantages:

* ultra efficient turbine and compressor blades(only 65mm in diameter) and very low rotating mass bring exceptionally responsive boost from very low revs.

* very compact size overall size, and only 8kg.

The response from this new turbocharger begins building from very low revs. A modified camshaft is used to take advantage of this wide response spectrum by flattening the torque to widen the useful power range.

Turbocharging has enabled Mitsubishi to extract very high performance without the penalty of a large(and heavy) engine. The Lancer engine produces maxima of 170 ps/5500 rpm and 25kg-m/3500 rpm.

Wastegate / Relief valve protection

Three independent control mechanisms provide sophisticated regulation of turbocharger operation and pressure.

A waste gate, operated by excess turbo boost, allows some exhaust gas to bypass the turbine, so that turbo speed (and therefore inlet manifold pressure) can drop. Its control circuit includes a thermovalve and a supplementary pressure-sensing chamber, so that full boost cannot be obtained when engine temperature is below 40⁵c

- this protects an inadequately warmed-up engine for prematurely applied full power.

For supplementary pressure release control, a spring-loaded relief valve allows excess manifold pressure to be bypassed back into the intake. The valve also operates an electric switch, so that the 'excess boost' indicator in the boost meter provides the driver with a warning signal. At the same time the boost sensor is sending signals to override the injection and liming electronic control systems,

Wastegate, pressure relief valve and electronic override - three separate safeguards against turbo malfunction, to protect the engine.

 

Mitsubishi's unique new Electronic Control Injection introduces a number of new developments -

* air intake measured ultrasonically. This eliminates the occasionally erratic or sluggish response of the mechanical air flap system.

* the ultrasonic signals are modulated by Karman vortex patterns, created in the airflow by a smell, fixed block, They are changed to digital pulses by a converter located in the chamber attached to the air intake - an ideally cool place.

* fuel is distributed by two injectors which operate sequentially, coordinated by the injection control computer.

* injection is not continuous, but in a series of pulses, varied in duration and frequency by the computer in calculated response to air-flow rate, engine temperature, air temperature, throttle position, throttle Opening speed and battery voltage.

* a new distributor, which reacts to positive manifold pressures as well as being vacuum sensitive. This provides a wider range of ignition timing control.

* an electronic boost sensor detects variations in turbocharger boost pressure, relating it to the ignition timing and providing a signal to operate the boost pressure indicator mounted at the front of the floor console.

* fail-safe function - should any electronic malfunction occur, ignition timing is automatically retarded

to enable continued driving without risk of engine damage through pre-ignition.

 ECI(manufactured under Bosch's basic patent)

* extra-strong cogged timing belt

* bowl crown pistons

* modified piston ring oil grooves

* heavy duty piston pins

* heavy duly clutch with increased lining area

* dowel-pinned flywheel bolt

* high-efficiency oil cooler, with fast warm-up by-pass

* oil-temperature warning system - 13t⁵c

* oil-jet under-piston cooling

* high-capacity oil pump

* electric fan

* free-flow exhaust system

* dual fuel filters - for the in-tank pump and in the ECI supply line

Continuous Pressure fuel pump

Located in the fuel tank is a very sophisticated fuel pump. Its electric motor rotates a roller vane impeller, so that the pressure pulses of electro-magnetic and mechanical pumps are eliminated. The resultant very even pressure supply aids accurate fuel measurement by the ECI system.

Jnjection control is optimally coordinated with the electronic ignition while an anti-knock system provides highly effective protection from pre-ignition by automatically delaying ignition timing as the onset of knocking approaches.

The knock sensor, positioned centrally on the underside of the inlet manifold, is a sealed piezoelectric element which uses the strain gauge principle to weight into an electric signal.