CVI Shop Talk For The L400.

Mitsubishi Delica L400 production commenced in 1994 -- After much anticipation, the L400 arrived on Canadian Soil in 2009!
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CVI Shop Talk For The L400.

Postby CVI » Sun May 02, 2010 7:34 pm

L400 issue...rough on cold start, irregular shift patterns


Symptoms:

Engine starts easy on cold starts but will idle roughly (almost dying) after start up with lots of blue smoke coming out of the exhaust. It will idle and run smoother after a couple of minutes but will always shift irregularly on the drive to work. It had very bad fuel consumption (approximately 430 kms on about 65 liters) but I drive 900 ft up everyday. There were signs of black smoke when accelerating to speed up. The very annoying issue aside from the fuel consumption was its shifting pattern. The transmission doesn't know or can't really figure out which gear to shift at different rpms.

Diagnostics:

Engine and transmission computer are not on the same frequency...meaning the engine is not delivering the correct power based on the throttle position sensor and kickdown cable adjustments. We suspect a bit of fuel dillution (explains the blue smoke) and very rich condition (black smoke on acceleration) that the engine generally runs on.

Solution:

Well, the injectors were all cleaned up, its pressure settings corrected and spray patterns were met. We adjusted the throttle position settings and kick down cable adjustment as well. Having done that, we tested the L400 again and overall conditions improved but not satisfactory from what it should be. Only one thing remains that will contribute these symptoms as well....the injection pump. We removed it and did the overhaul and reseal. These were our findings on the injection pump....thru time, the front shaft oil seal hardens up and allows a certain amount of oil to get inside the pump. The mechanical fuel pump is inside the IP and sucks in the oil thru this seal as the whole front of the IP is exposed to oil along the timing chain/gear drives. This explains the blue smoke in the mornings as the oil slowly gets in overnight. As the oil affects the internal parts of the pump as well, the 'usual' governor sleeve gets sticky and thus affects its functions and will not respond to the fuel requirements it needs to deliver at different load conditions. So, after the IP overhaul, my L400 drives and shifts perfect! Fuel consumption improved to about 550kms on 65 liters. No smoke. Starts easy and smoothly even on cold days.

Difference between the L300 and L400 IP....they're similar except for the labor time to do the removal and install for L400. It takes about 2 hrs more than the L300.

Cheers :-)
Last edited by CVI on Sat May 08, 2010 1:55 pm, edited 2 times in total.
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Flemwad
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Re: L400 issue...rough on cold start, irregular shift patterns

Postby Flemwad » Fri May 07, 2010 2:35 am

Check out your TPS throttle position sensor , may need adjustment or just disconnect connectors and spray some wd40 or electrical cleaning spray as may have moisture in joiner leads which will cuase irregular voltage to TPS which controls your auto transmission changes http://www.delicaclub.com/load.php?id=78

As for smoke have you fitted the EGR blanking plate fix yet, 10 min job http://www.mdocuk.co.uk/forums/viewtopic.php?t=29

A few links with fixes which you should put on this site as your own
http://www.delicaclub.com/downloads.php?cat=7
http://www.delicaclub.com/downloads.php?cat=6

Best link on our site for quick lookup problems Thanks to Darrenmidd http://www.delicaclub.com/viewtopic.php ... highlight=

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Re: L400 issue...rough on cold start, irregular shift patterns

Postby Green1 » Fri May 07, 2010 7:46 am

Flemwad: did you read the second half of his post where he posted how he solved it all? I don't think he'll be needing to follow your instructions... It's also refreshing to see a mechanic willing to actually tackle smoke issues instead of assuming they all need an EGR blanking plate.... something that rarely fixes any actual issues on a properly tuned engine.

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Re: L400 issue...rough on cold start, irregular shift patterns

Postby Flemwad » Fri May 07, 2010 7:43 pm

Thats what 6 becks will do to you, not concentrating on the rest of his post, but do keep in mind try the cheapest and easy ways to look at the problem before letting a mechanic at it, As i could be one just clean the TPS connections and charge you for an auto box repair, good job i am no but lots would.. 8-) , and as for smoking issues have had my Deli a long time and EGR is the first thing to look at before getting carried away with injector issues as its only 2 bolts and a plate..10 min job and it has nothing to do with tuned but a Japanese vehicle emission requirement we don't need and is usually the first culprit with an imported Delica.The idea is the easiest priority order then the more invasive or expensive items

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Re: L400 issue...rough on cold start, irregular shift patterns

Postby Green1 » Fri May 07, 2010 8:20 pm

The idea is the easiest priority order then the more invasive or expensive items

my priorities start with doing things right, not doing things "easiest"

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Re: L400 issue...rough on cold start, irregular shift patterns

Postby Profister » Fri May 07, 2010 11:22 pm

So, after the IP overhaul, my L400 drives and shifts perfect!

This is exactly what Mardy did for my L300 and finally it runs as good as never before!
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Re: L400 issue...rough on cold start, irregular shift patterns

Postby Flemwad » Sat May 08, 2010 2:30 am

Checking the EGR valve first IS doing things right..unless you have bags of money and like to do it arse backward..

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Re: L400 issue...rough on cold start, irregular shift patterns

Postby jessef » Sat May 08, 2010 2:07 pm

Flemwad wrote:Checking the EGR valve first IS doing things right..unless you have bags of money and like to do it arse backward..


They are mitsubishi mechanics.

They check everything, not just one thing.

Before blanking the EGR passage ways with plates, it is best to see if the EGR is working properly first. Removing the EGR valve, checking for carbon buildup/blockage in the passage way, then checking the diaphram with vacuum tester will net the best results as CVI has mentioned before in other posts.

Replacing the IP front shaft seal does wonders, that's for sure. :M

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Re: CVI Shop Talk For The L400.

Postby madmel » Sat Mar 05, 2011 4:18 pm

Great info guys (despite the banter ; ) One suggestion is DO NOT use WD40 on an electrical connection...or anywhere else on an automobile for that matter!!! Use contact cleaner then proper electrical grease or paste. I also have a habit of using a touch of brake clean after the constact cleaner (as it is mildly corrosive..that how it cleans usually) and shot of air.

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Re: CVI Shop Talk For The L400.

Postby Big-Bird » Fri Aug 23, 2013 11:57 am

Been tracing the flashing Super Select Light issue per the instructions in the L400 FRONT AXLE manual section. My ABS light stays on and the T-CASE light flashes while in 2WD. Switch to 4WD and the flashing stops, all the lights go solid and the ABS light goes out....normal 4WD engagement is obtained!

Here's what I know so far:

RESULTS NOT CONCLUSIVE Tested the 2 solenoids for electrical function and vacuum retention. Resistance values(ohms) were within normal ranges, solenoids function when powered, vacuum retention was not as per the manual, (opposite results??? What the????) and I had the same results with a second set I had on-hand.

RESULTS NOT CONCLUSIVE tested for power at the relay connections, had power in all t-case positions, one relay should shut off at some point.....I would think.
(OK) Tested the metal and rubber vacuum lines.
(OK) Tested the vacuum canister at the differential

Tested the front vacuum actuator on the differential (on the bench and in the vehicle).
(OK) Bench Test with the manual vacuum pump, not sticky, moves freely.
NOPE Deli Test: one side has constant vacuum regardless of t-case lever position. (how can that be when the Deli shifts into 4WD and all the Super Select lights work???)


The relays are bothering me based on them having constant power and opposite vacuum results (must be doing the test wrong?!?)
Now I need to test the solenoid position switch on the front differential and I need to locate and test a check valve.
Is my problem one of the switches ontop of the transmission or the transmission Control Unit is acting up? (less likely as 4WD does engage properly)

I am narrowing down the source of my misery but need some insight....or maybe 30 minutes in CVI so Butch can tell the issue and sell the part to me :idea:
Yeah I joined the Dark Side because the medical plan is top shelf!

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CVI Shop Talk For The L400.

Postby Firesong » Fri Aug 23, 2013 12:22 pm

Did you test the sticker? If part of the sticker has come off the "super Select" doesn't work right. ;)

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Re: CVI Shop Talk For The L400.

Postby Big-Bird » Mon Aug 26, 2013 4:55 pm

So talked to Butch in person today and based on the symptoms it may be one of the 5 position switches atop the transmission that indicates the position of the 4wd shift lever.....but which of the 5 is it?......hmmmm

A flashing green light on the super select indicates a vacuum relay issue.
A flashing yellow super select, with abs light is more involved. I will be chasing switches and keep the gang informed of my findings.

On another note I amused Butch with the thought of Stroking a 4M40(2.8L) into 4M41(3.2L).

Interesting engine specs.....wonder if its doable......hmmmmmmm......the power!!!!!

4M40 Engine type — Inline 4-cylinder SOHC
Displacement — 2835 cc
Bore — 95 mm
Stroke — 100 mm

Fuel type — Diesel
Intercooled turbo, mechanical injection.
Compression ratio — 21:1
Power — 92 kW (125 PS) at 4000 rpm
Torque — 294 N·m (217 lb·ft) at 2000 rpm
Fuel system — mechanical type distribution jet pump
_______________________________________________________
4M41 Engine type — Inline 4-cylinder DOHC 16 valve
Displacement — 3200 cc
Bore — 98.5 mm
Stroke — 105.0 mm

Fuel type — Diesel
Intercooled turbo
Power — 121 kW (165 PS) at 4000 rpm
Torque — 351 N·m (259 lb·ft) at 2000-3000 rpm
Fuel system — Electronic control type distributor type pump (direct injection inside diesel tube) or Common Rail Direct Injection
Compression ratio — 17:1

Note the difference in stroke and lower compression on the 3.2L
Just how much more boost is being made on the 4M41 and what turbo is being used?
Things that make an evil scientist cackle so hard he coughs.....

Now if you bumped up to a Common Rail Diesel that engine cranks out wicked values! (boost has to be close to 20 on that one)
Fuel system — Common Rail Direct Injection
Compression ratio — 17:1, 16.0:1
Power —147 kW (200 PS) at 3800 rpm
Torque — 450 N·m (330 lb·ft) at 2000 rpm
(insert evil :twisted: laugh here)
Yeah I joined the Dark Side because the medical plan is top shelf!

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