25.04.2018
After we got acquainted with the weaknesses of the body and the common shortcomings of Mitsubishi L200 diesel engines, it's time to find out about the problem areas of two gasoline power units, transmission, all-wheel drive system and chassis of the car.
Problem areas of Mitsubishi L200 engines
At the weakest unit (2.4), balancing shafts are not famous for their reliability. Shaft failure occurs due to inadequate lubrication of the shaft bearings. If the condition of the shafts is not monitored over time, they will jam and break the balance shaft belt. This ailment is unpleasant in that it can lead to a break in the timing belt with all the ensuing consequences. In order to reduce the likelihood of an ailment, it is necessary to use only high-quality oil, monitor the condition and change the belts regularly. Another option is to remove the balance shafts. It is also worth noting that when using low-quality oil, the resource of hydraulic lifters is significantly reduced - they may be asked to be replaced after 50,000 km. You can also note a small resource of the left engine mount. If it malfunctions, engine vibrations increase significantly.
In a 3.5-liter engine, oil scraper rings and caps turned out to be a weak point, because of this, on many cars with a mileage of more than 100,000 km, oil consumption exceeds the allowable rate. If the problem is not corrected, in parallel with the increase in mileage, oil consumption will also increase. As on a weaker unit, hydraulic lifters are not famous for their long service life. A knock in the engine will tell you about the need to replace them. Also, the problem with increased engine noise can be caused by cranking of the connecting rod bearings. In this case, it is likely to get into an engine overhaul.
If the power unit began to work unstably, most likely the throttle valve needs to be cleaned. Replacing spark plugs on this engine is a laborious process and is not cheap. The fact is that in order to replace the spark plugs, you have to remove the intake manifold. Along with this, it is necessary to inspect the intake manifold flange, it may need grinding. Fortunately, this procedure does not have to be done often - once every 70-90 thousand km. All Mitsubishi L200 engines are demanding on the timing and quality of service, so if you do not want to repair them often and expensively, do not save on fuel and lubricants.
Transmission
Two types of gearboxes were installed on the Mitsubishi L200 - a 5-speed manual and an INVECS-II hydromechanical automatic machine with an adaptive control program. Both transmissions are reliable and do not often bother their owners. It is worth noting that for trouble-free operation of an automatic transmission, it is necessary to change a little in it every 40-50 thousand km. The disadvantage of a mechanical box is the difficult inclusion of second gear. Even the owners of almost new cars often encountered this trouble.
There are two types of all-wheel drive transmissions on our market - Easy Select 4WD with a rigid connection of the front axle and Super Select 4WD with a lockable center differential. The difference in these transmissions is that the first one does not have a center differential, so the 4x4 mode can only be used off-road or on slippery surfaces. The second allows you to constantly move on all-wheel drive. To overcome difficult sections of the road in the razdatka of all versions there is a downshift. If we talk about the reliability of all-wheel drive, then troubles begin to appear on a run of 80-100 thousand km. The front and rear shank oil seals are the first to fail, followed by the failure of the suspension support. Closer to 120,000 km, the replacement of the crosses of the cardan shafts is required. To prolong the service life of the crosses, they must be injected at each maintenance (at the same time, the ball bearings of the front levers are also injected).
The vulnerability of the Mitsubishi L200 equipped with the Super Select transmission is the vacuum clutch responsible for connecting the front-wheel drive. The fact is that it is located below the front axle, because of this, while driving on serious off-road, it can be torn off. To protect yourself from possible troubles, it is recommended to install additional protection for the engine compartment. It happens that the "front axle" at the command of the driver refuses to connect. There is no need to worry and look for the culprit for a long time. This happens due to a failure of the clutch due to one of the following reasons: clogging / rupture of the vacuum tubes of the clutch, accumulation and then freezing of condensate in the vacuum accumulator, acidification of the connection valve. It is not uncommon to resume the operation of a node by cleaning, but as practice has shown, this solution is temporary.
Before buying a used Mitsubishi L200, be sure to listen for extraneous knocks and backlashes when starting off, so as not to get into the all-wheel drive repair.
Reliability of the suspension and steering Mitsubishi L200 with mileage
At the front, the Mitsubishi L200 uses a spring independent suspension on double wishbones, but in the rear of the car a powerful continuous axle on springs is used. The chassis is generally reliable, the only weak point here is the wheel bearings - they can fail at relatively low mileage (30–50 thousand km), especially if larger diameter wheels were installed. The stabilizer bushings are about the same. There are also complaints about the springs - over time, they begin to creak when driving through bumps. This problem is eliminated by installing a set of plastic anti-creak gaskets and tubes between the sheets and stepladders of the springs. The rest of the suspension elements, as a rule, do not require intervention for more than 100,000 km. For example, stabilizer struts can last up to 100,000 km, ball bearings about 150,000 km, silent blocks up to 200,000 km.
At each maintenance, it is necessary to lubricate the eccentric bolts, if this is not done over time, problems may arise when adjusting the wheel alignment (the adjustment bolts stick strongly). If you often drive with the maximum allowable load, the front shock absorbers will give up before having served even 80,000 km, and cracks may form on the springs. In the steering system, the steering column most often bothers (50-70 thousand km) - lubricant leaves the swivel joint, forming a meager gap between the parts, which is enough to cause backlash, which accelerates the wear of the steering shaft crosspieces. Treatment - it is necessary to install a compensation plate in the resulting gap, fixing it with clamps. There are also complaints about the steering rack - plastic bushings are most often rented in it. Both problems are accompanied by an unpleasant knock when driving on rough roads.
Salon and electrics
In general, the Mitsubishi L200 is quite spacious and comfortable inside. If we talk about the quality of finishing materials, then it is quite budgetary - the plastic is hard and sonorous, and it is also easily scratched. It does not add acoustic comfort and noise isolation, but if desired, this drawback can be eliminated without problems on your own. How to do this I wrote in . Some owners blame the bad geometry of the driver's seat. It is set too low and at the same time horizontal - the problem is solved by special spacers. Speaking in general about the salon, despite the fact that there are no special frills, it is equipped with everything you need. But the rear sofa, compared with competitors, is close to the ideal possible in this case - soft and comfortable. But while driving off-road, this does not help much, as it shakes pretty much in the gallery.
As for the reliability of electrics, as a rule, it does not cause serious problems, but minor breakdowns do occur from time to time. For example, over time, the automatic transmission wiring harness is frayed - located under the bottom. The same problem comprehends the airbag plume on the steering wheel. This trouble will be reported by the "SRS" indicator on the instrument panel. It is not uncommon for Mitsubishi L200 owners to hear complaints about the lack of air conditioning power. This problem is solved by installing an additional air conditioner radiator fan.
Outcome:
Mitsubishi L200 is a car for those who need a reliable workhorse for transporting various goods, as well as for lovers of outdoor activities, away from busy places. If we talk about the reliability of this car, then, as befits a workhorse, it is very hardy, but you need to be prepared for minor problems.
Advantages:
- Economical diesel engine (consumption in the city of 10-12 liters per 100 km).
- Excellent off-road qualities.
- Load capacity.
Flaws:
- Relatively high maintenance cost at the office. dealer.
- Weak paintwork.
- When driving with an empty trunk, the coma bounces on every bump.
If you are the owner of this car model, please describe the problems that you had to face during the operation of the car. Perhaps it is your review that will help readers of our site when choosing a car.
Sincerely, editorial Autoavenue
SUPER SELECT 4WD DRIVE SYSTEM
In 1991, Mitsubishi Motors developed the famous Super Select 4WD multi-mode transmission for the Pajero generation. Since 1993 (almost 10 years), the Super Select transmission has proven its reliability in the most severe conditions of the Paris-Dakar rally-raids, in which the legendary Pajero became the absolute winner 7 times.
"Super Select" translates as "Simple Choice". Indeed, with a single press on the transfer case lever, you can turn on one of the 3 transmission modes (rear-wheel drive, all-wheel drive, all-wheel drive with a locked center differential) on the go up to 100 km / h, adapting it to any kind of road and off-road. With a stop, you can downshift, fully mobilizing the off-road capabilities of the transmission
Super Select 4WD Transmission Modes
Road type Indicator
modes Mode / application
2H rear drive mode
Used on dry paved roads, provides fuel savings and eliminates the effect of understeer of four-wheel drive transmissions (reduces steering effort)
At speeds up to 100 km / h with the front wheels turned strictly straight and the accelerator pedal released, you can switch to 4H mode (reverse switching - at any speed).
4H four-wheel drive mode
Used on slippery roads, with a strong side wind. Provides better directional stability and active safety due to better tire grip.
Switching to 2H or 4HLC modes at speeds up to 100 km / h with straight front wheels and the accelerator pedal released (reverse switching - at any speed).
4HLc all-wheel drive mode with locked center differential
Improves flotation on slippery, snowy or muddy roads.
Switching to 2H or 4H modes at speeds up to 100 km / h with straight front wheels and the accelerator pedal released (reverse switching - at any speed).
2LLc 4WD mode with center differential locked and downshift engaged
In 2000, Mitsubishi Motors applied the second generation Super Select 4WD transmission to the Pajero III.
Transmission elements Super Select 4WD-II (2000) Pajero-III Asymmetric center differential Super Select 4WD-II
It has become even more perfect thanks to an asymmetrical center differential that distributes torque between the front and rear wheels in a ratio of 33:67 in normal driving conditions (dry road). This reduced the effect of understeer, which is typical for all-wheel drive transmissions of SUVs (increased effort on the steering wheel when entering a turn), making it easier to control. When the wheels slip, the viscous coupling automatically locks the center differential (torque distribution 50:50), improving the car's cross-country ability and increasing active safety on slippery roads. The transfer case now received an electric servo drive, which made it possible to reduce the effort on the transmission mode selector lever. In addition, the smart electronically controlled transmission will not allow you to select the wrong mode, which can damage the transmission.
Another feature of the Super Select 4WD-II transmission is a unique carbon-fiber safety propeller shaft. In case of an accident, it "folds" in pre-programmed places without damaging the interior of the car. In addition, this shaft design allowed to reduce the weight of the car.
Basic automatic transmission modes
Modes without which no automatic transmission can do. Different concerns may differ in designations, but the essence is the same.
P - Selected when the car is parked for a long time. In this position of the range select lever in the box, all controls are turned off, and its output shaft is blocked; movement is not possible. Move the lever to this position only at a complete stop.
Moving the lever to position P while driving will damage the gearbox!
In wide circles of motorists, it is customary to call it "parking". This mode should be treated very carefully. Just make it your rule.
If you stop on a steep ascent or descent, then to reduce the load on the elements of the parking mechanism, you must use the "handbrake". Tighten the handbrake before setting it to P, and remove it from the handbrake after switching from P to another mode.
Switching from the "parking" mode is possible only when the button on the shift knob (we will call it the detent) is pressed and the brake pedal is depressed.
R - Reverse. move the range select lever to this position only when the vehicle is stationary. Moving the lever to this position while moving forward can lead to failure of the gearbox and other transmission elements!
It is also possible to switch the automatic transmission to this mode only when the lock is pressed and the brake pedal is depressed. After selecting this mode, the movement can not be started immediately, but after feeling the shock of switching on the transmission, this usually happens within 1 second.
N - Corresponds to neutral. In the gearbox, all controls are turned off, which ensures that there is no rigid kinematic connection between its drive and driven shafts. In this case, the output shaft blocking mechanism is disabled, i.e. the car can move freely. It is not recommended to move the range selection lever to the N position when coasting (by inertia)
When discussing the use of this mode, disputes about its purpose always flare up among car owners. Owner's manuals as a whole do not recommend using it while the car is moving, rest assured, using N when coasting does not lead to fuel economy, rather, Japanese cars will be able to save more fuel in case of engine braking than just in neutral mode on Idling. Also, many do not advise switching the automatic transmission to this mode when parking at traffic lights. During the transfer to N mode, there is some relief in the load on the transmission elements, but is this normal, because then a transfer to another mode will inevitably follow, and this will again return everything to its place.
Put your car in N mode only when you need to have a working car and still move it freely. For example, when repairing and adjusting, measuring fluid in an automatic transmission, repairing a running gear, etc.
D - Basic driving mode. It provides automatic shifting from first to third/fourth gear. In normal driving conditions, it is recommended to use it.
When switching to this mode from P or R mode, it is necessary to press the brake and the lock on the handle, wait until the transmission is engaged (usually less than 1 second), only then start moving.
The maximum speed the car can develop only in this mode of operation of the automatic transmission
In this mode, your automatic transmission works as a 3 or 4 speed, depending on the state of the OD-"Over Drive" button, which is located under the lock on the gear shift knob, if "OD-off" is pressed - 3 steps, if "OD-on" is pressed , respectively, 4 steps. If there is no OD button, then the automatic transmission is 3-speed.
2 - Driving is allowed only in first and second gears. Recommended for use, for example, on winding mountain roads. Switching to fourth and third gear is prohibited. In this range, the engine braking mode is effectively used.
Use this mode when driving on a bad road or a road with poor coverage, with frequent alternating small descents and ascents. If you have to brake frequently on a bad road or downhill, using the engine braking mode, in comparison with conventional brakes, saves fuel significantly.
The mode has restrictions for its use at vehicle speeds of more than 80-100 km / h (depending on the type of automatic transmission)
Also, you should not switch to this mode from mode D, at a speed exceeding 80-100 km / h (depending on the type of automatic transmission)
L - Driving is allowed only in first gear. this mode allows you to maximize the engine braking mode. It is recommended for steep descents, climbs, off-road.
A mode for overcoming steep descents and ascents, and where you do not need to participate in a gear other than the first one, for example, pulling out a stuck car, driving into a garage, when overcoming a step or step.
The mode has an even more limited range of application in terms of speed than 2, it is not possible to turn it on without pressing the latch.
OD (Over drive) - Permission to use the fourth, overdrive, gear is carried out using a special "OD" button located on the gear lever. If it is in the recessed position and the range selector is in D, upshifting is permitted. Otherwise, the inclusion of the fourth overdrive is prohibited. The state of the control system in this case is reflected using the "O / D OFF" indicator on the instrument panel.
At its core, "Over Drive" is the 4th gear of the automatic transmission and how you use it is up to you. If the operation of the automatic transmission shows that it often shifts gears from 3-4-3, then it is better to disable this mode. This phenomenon can be encountered if your speed is not constant and fluctuates between 60-80 km / h, or you climb a long climb. For example, when crossing a mountain range, the car lacks 4th gear and should switch to 3rd, after a short acceleration, 4th gear is turned on again and after driving literally tens of meters, it again switches to 3rd. In this case, of course, you should stop using OD, and press the button on gear selector.
OD is a good tool for saving fuel if you are going down a long ridge, if you turn off OD, then you will not need to brake the car at all, since the car speed will be within 80 km / h, i.e. engine braking occurs (at the moment of engine braking, the fuel supply to the cylinders is reduced to nothing).
If it is possible to drive at a speed of 60 km / h or more, then you need to use the OD mode, this will also lead to fuel savings and, most importantly, will allow you to go even faster and reach maximum speed if you do not get scared before this time.
On the 1998 PAJERO iO model, there is a reminder plate in the cabin
Which says that:
2H (2WD) - dry road
4H (visco-coupling 4WD) - in the wet
4HLc (locked differential 4WD) - snow, mud
4LLc (Low, Locked Differential 4WD) - Rough Terrain
Comment:
1. Switching possible up to 100km/h
2. If the machine has stopped, then switch from position N (neutral)
3. Switching between 4HLc and 4LLc modes and vice versa is only possible when the vehicle is at a complete stop.
On the handle of switching "razdatki" there is a little noticeable inscription PRESS (press). Most likely, when switching from 4HLc to 4LLc, you need to press the handle down. See photo on the left.
faq:technical:mitsubishi-l200:l200new-since-2006-in:powertrain:transfer-box:modifications:super-select:start
Super Select
In the transmission with Super Select there are three differentials: between the front wheels, center in the transfer case and between the rear wheels, in the bridge. Super Select implements two types of all-wheel drive: with a free center differential (in the transfer case) and with a locked center differential (when the transmission operates in all-wheel drive mode, similar to the all-wheel drive in Easy Select).
In the Super Select transmission, a viscous coupling is used in the center (in the transfer case) differential. Viscous coupling got its name from lat. viscosus - viscous, from which it follows that this node uses the properties of a liquid in its work. The one used in the transmission consists of the following main elements: a cylindrical body, inside which discs sit on splines, and a shaft, on which the second half of the disc pack is also splined. The discs have channels and holes that increase the viscous friction of the fluid. To operate this disc pack, the case is 80-90% filled with silicone (organosilicon) fluid, which has a high viscosity.
The viscous coupling is tasked with transmitting the torque supplied to it due to internal friction in the fluid located between the disks. When their speeds are the same, the clutch transmits a small portion of the force (5–7%). When the driven disks lag behind the leading ones, the liquid mixes, its temperature rises, it expands and compresses the air. When it is almost fully compressed, the pressure in the clutch rises sharply, which causes the discs to move axially along the splines until they make mechanical contact. As a result, the rotation is transmitted due to mechanical friction, the temperature and, accordingly, the pressure of the fluid gradually decrease, and the disks come out of mechanical contact. The transmitted moment depends on the characteristics of the coupling and on the difference in the speeds of rotation of its shafts.
The viscous coupling does not redistribute the moment, it can only partially block the differential. The L-200 Super Select has a first-generation super-select system, a symmetrical differential, the distribution of torque between the axles with a “free” differential 50x50.
Why the hell do you need a center differential?
On serious (correct) SUVs, the torque from the gearbox to the drive axles is transmitted using a transfer case (transfer case). It is mounted to the checkpoint or separately (on the Niva). There are several shafts in the razdatka: the drive shaft, which is attached to the gearbox, and the driven shafts, which are connected to the rear and front cardan shafts. In 2-H rear drive mode, the input shaft gear is engaged with the driven shaft gear connected to the rear driveshaft. The cardan rotates the rear wheels, the car rides on the rear wheel drive.
Move the lever to the "4-H" position. Now the shaft is connected to the shafts, which drives the front cardan and the front wheels begin to rotate. The car became all-wheel drive. The shafts connected to the front and rear cardan shafts are rigidly connected to each other and always rotate at the same speed. In this way, the front and rear wheels also turn at the same speed, which is not very good when turning the car on a paved road, since the front wheels travel a longer distance during the turn than the rear wheels. In order to equalize the speed of rotation, the rear wheels have to spin, which leads to unnecessary wear of the rubber and additional loads on the transmission. This is how all-wheel drive is carried out by transfer cases without a differential. This type of drive is called "part-time" - for a short time. It is used in low-cost L-200 new models, which have an easy-select drive type, as well as in the L-200 old. In the transfer case L-200 new with the "super-select" system, a symmetrical center differential is installed. A differential is a transmission mechanism that distributes the engine torque between the drive wheels (“cross-wheel”) and drive axles (“cross-axle”). Now, when the front drive is turned on, the shafts that rotate the front and rear cardan shafts are not rigidly connected to each other and have the ability to rotate at different speeds. Thus, the front and rear wheels, when all-wheel drive is on, can rotate at different speeds in sharp turns-turns without loading the transmission.
And what for is this viscous coupling? What does she give?
A symmetrical diff always tries to equally distribute the torque between the axles. Sometimes the machine gets into such a position that under the wheels of one axle there is a hard surface, and under the wheels of the other there is soft ground. Wheels on soft ground begin to rotate at a higher speed than on hard ground, to put it simply, they slip. As a result, the torque on the slipping axle is reduced. The differential seeks to equalize the torque by reducing it on the axle, the wheels of which rotate at a lower speed, i.e. standing on solid ground. As a result of this, a moment may come when the machine will stand up due to insufficient total torque required for its forward movement. The viscous coupling just neutralizes this "harmful" property of the differential to divide the moment in half. It will create conditions under which a greater torque will be applied to the axle (wheels) located on a hard surface than to an axle located on soft ground (slipping). As a result, the value of the total torque of the wheels of the axles increases and the machine continues to move.
And what for is a forced locking of the center differential, viscous couplings, not enough?
Yes, not much. The fact is that the viscous coupling cannot block the differential for a long time, it does not “rigidly” connect the transfer case shafts. If you dig for a long time in the “4-H” position with the wheels, the viscous coupling may overheat and fail. Its main goal is to help the driver who slammed his ears and did not block the differential before passing through the ambush. The clutch will give him a chance to slip through this place. But if the ambush is great stretched along the length, it is necessary to block the differential in advance. When it is blocked, the shafts in the razdatka will be rigidly interconnected in a similar way to the “part-time” or “easy-select” system.
If I burned the viscous coupling, will the car become a monodrive?
No, it won't. In the “4-N” position and the dead viscous coupling, the gears remained at the differential and transfer shafts, the car will remain all-wheel drive and will behave similarly to an SUV with an unlocked center differential and a full-time system (Niva, TLK-100).
In the “4-H” mode, I can cut circles on asphalt for an infinitely long time and nothing will break in the transmission?
faq/technical/mitsubishi-l200/l200new-from-2006-on/powertrain/transfer-box/modifications/super-select/start.txt · Last modified: 2017/02/24 07:43 (external modification )
Agree, quite often we buy an expensive modern item and do not fully understand how to use it. For example, when buying a trendy smartphone for crazy thousands, we use it only as a dialer. Well, we persuaded, SMS, too, in fact, everyone knows how to send. And, you still have Instagram and Facebook, you are an advanced user and yet you still do not reach the level of "God". An example with current smartphones lies on the surface, but if you think about it, there are more than a dozen of them. Mostly they relate to household appliances and electronics, but surprisingly, such a story fits perfectly on cars. Quite often we buy a new model and do not even suspect what kind of Pandora's box it is, and first of all we need it to move from point A to point B. And manufacturers, in the course of competition among themselves, have already shoved so many systems and lotions into it , which, probably, they themselves do not remember what exactly they installed on a specific model.
And okay, if we are talking about simple sedans and hatchbacks, it is quite possible that the set of “buns” unknown to you is not large enough. But the owners of SUVs, I am absolutely sure, do not use the most basic advantage of their cars. We are talking about all-wheel drive, which most serious off-road vehicles have. Only advanced jeepers, who are ready to sit waist-deep in a swamp for days, know exactly how it works. The rest, most likely, heard that their car can knead such mud that they will have to run after the tractor for more than one hour if something happens. But, most often, the owners of SUVs simply move around the city, and sometimes in winter, having decided to go to the country, they look thoughtfully at various buttons and levers. Then, waving their hands, they go along the snow-covered primer to their sweet house away from the noise of the city with the thought that they will reach it in full drive anyway. It is worth saying that manufacturers do not really like this attitude towards their developments, and they are trying to massively convey to customers how cool their cars are and what they are capable of. All over the country there are off-road training grounds where specialists tell customers how to use one or another all-wheel drive function. Those who want to understand what their car can do are more than enough, and every day the number is only growing.
But it wasn't enough for Mitsubishi to work exclusively with customers. It is necessary not only to convey to the end consumer what “our” Super Select is, but also to teach journalists how to work with the system. It is not difficult, you just need to try it and then use it if necessary.
We fly to Chelyabinsk, there is more mud and snow, unlike the central strip of Russia, tried to gain a foothold back in December. For immersion in reality, the entire line of cars with the Super Select system declared above is offered. As it should be, in a good school, we first start theoretical studies: desks, a blackboard and many interesting words supported by bright pictures. The Super Select system today has two generations, more precisely two and a half. It so happened that global improvements were not enough until the third generation, but very interesting gadgets appeared that we urgently wanted to integrate into the system. It's good for the Japanese, and good for consumers. Engineers equipped the second generation of the legendary Mitsubishi Pajero SUV with the first version of Super Select. Moreover, this generation lived for a long time, it migrated from Pajero to Mitsubishi Pajero Sport and Mitsubishi L200, and already lived out its life on these models up to our days. The principle of operation of the system is simple: a viscous coupling is used for inter-axle blocking, a two-shaft circuit is used for low gear. In the standard mode, the entire moment was directed to the rear axle, when switching to the “4H” mode, the moment was equally divided between the axles. For driving in deep snow or seriously off-road, it was possible to turn on the “4HLc” mode, in this case the moment is also distributed in a ratio of 50 to 50, but at the same time, the boundary differential is completely blocked. For the most advanced all-wheel drive users, another mode was offered - “4LLc”. It is used for heavy off-road, the basic principle of operation is to achieve maximum traction with a minimum speed. All manipulations with all-wheel drive were carried out using a mechanical lever.
In the second generation of Super Select, although the mode switch lever remained, it has already become electronic. The innovation is important, but this is not the main feature of the second generation of the all-wheel drive system from the Japanese manufacturer. Most importantly, in this generation, the all-wheel drive has become asymmetrical, that is, the torque between the axles is not distributed in equal proportions, but in a ratio of 33 to 67. In standard mode, only rear-wheel drive works for us, when “4H” is turned on, the torque is distributed between both axles, and the viscous coupling is responsible for blocking between the axles. When the “4HLc” mode is activated, the center differential is completely blocked, and the moment is distributed in a ratio of 50 to 50. In the “4LLc” mode, all the same processes occur, the rear wheel differential is blocked, and again we get more traction at lower speeds.
But the principle of operation of the third generation, more precisely in Mitsubishi they say 2+ or the upgraded second generation, differs from the work of its predecessor. Firstly, we got rid of the additional lever, its place was taken by a washer that controls the electronic switching of all-wheel drive modes. When all-wheel drive is connected, the torque is already distributed in a ratio of 40:60. The Torsen differential (formerly the viscous coupling) is responsible for the boundary blocking, which is blocked both due to the difference in speeds and due to the difference in moments. When a low gear is connected, the center differential is rigidly blocked and the moment is distributed in equal proportions.
Today, the second generation Super Select system is installed on the Mitsubishi Pajero SUV, but the upgraded system can be seen on Pajero Sport and Mitsubishi L200. We figured out the theory, so let's get down to practice. Since we are on serious off-road vehicles, the organizers laid the route virtually entirely off-road. Sand pits, dirt roads, virgin lands and fords - that's what we had to overcome before we got to the final point of our journey.
You know, to be honest, Mitsubishi SUVs, even if they didn’t have all-wheel drive, could easily conquer off-road. And yet when you go off-road, you feel much more confident with all-wheel drive. So, moving from car to car, changing generations of Super Select off-road, we preferred to move with all-wheel drive. In this mode, the car conquers any roads without asphalt. In fact, it seemed that we would not be able to activate other modes, because Mitsubishi SUVs dug with all four wheels on any surface. Ice crust - no problem, snow porridge - with pleasure, puddles with mud under the ice crust - we will not disdain this either.
But the test of the Super Select system would not have been complete if we had not been put in conditions when it was necessary to turn on a downshift or downshift with a lock. The road meandered through the fields and did not promise any extreme adventures until we found ourselves on the edge of a sand pit. Looking at the navigator, we could not believe our eyes - he suggested that we move exactly to the very heart of this man-made object. Yes, and looking better, we noticed that in the quarry there really was a special track for us. We turn on the low one and start moving, the speeds are small, but the SUV confidently performs all the exercises, cheerfully climbs uphill on sandy soil, easily overcomes all hangings and crawls again in the given direction. To be honest, I did not notice much difference in the work of the two generations of the Super Select system. All models plowed the quarry without any problems.
Another question is when an ordinary buyer will fall into such conditions. I think that during the time of owning a car never. But it's always nice to know that by turning the puck or shifting the lever, you can safely pass any obstacle. Try it at your leisure, when you get stuck in a suburban traffic jam, turn into a field and while summer residents are exhausted from the heat on a suburban highway, enjoy the silence of the forest and fresh air. Don't worry, all-wheel drive will take you to the right place.
The representative office of Mitsubishi in Russia organized for journalists a beautiful and thematic off-road event “School of off-road ninjas” along the Chelyabinsk-Ufa route on Mitsubishi Pajero, Pajero Sport cars and new L200 pickups.
Mitsubishi Super Select 4WD
The Super Select 4WD system allows you to use rear-wheel drive and all-wheel drive in any road conditions for an unlimited time. For difficult conditions, a locking center differential and a reduced range of gears are provided.
Systems from other brands offer plug-in all-wheel drive (part-time or on demand) or permanent all-wheel drive. The plug-in does not provide for movement on dry and hard surfaces for a long time. Permanent does not allow you to turn off the front axle and drive on the rear under good road conditions.
Fuel economy when disengaging the front axle does not exceed one liter per hundred, and this is not so important for cars with permanent all-wheel drive. But the ability to constantly ride in full is not available for versions with plug-in full.
Mitsubishi decided to give the user all possible options and created the Super Select 4WD. Today, the third version of the system is coming to the market. More precisely, generation 2+.
The first generation of the Super Select 4WD system appeared on the Mitsubishi Pajero II and has been installed on the Pajero Sport and L200 models to date.
In the first generation of the Super Select 4WD system, a viscous coupling is used for inter-axle locking in the 4H position, and the reduced transmission of the transfer case is carried out using a two-shaft scheme.
The second generation of Super Select 4WD was installed on the Pajero III and is still being installed on the Pajero IV.
The main difference of the second generation of the system is an asymmetric all-wheel drive distributing torque between the axles in a ratio of 33:67. In addition, switching modes is carried out by a lever, but not mechanically, but with the help of an electric drive.
It so happened that the upgraded second generation of the Super Select 4WD system did not become the third, but no longer corresponds to the second generation. Mitsubishi officials call it "the second modernized", but I prefer "generation 2+".
Generation 2+ is seriously different from the second generation system.
First of all, the transfer case lost the second (reduced) shaft and began to be based on one shaft. That is, the torque is transmitted through one shaft, but with the help of different gears. This is a more progressive and technological approach.
In 2H mode, the system sends power entirely to the rear wheels.
Switching between all-wheel drive modes is carried out from the passenger compartment using a selector washer. The razdatki lever from the passenger compartment was gone forever.
In 4HLc mode, torque is distributed in a 50:50 ratio, and the center differential is hard-locked, similar to previous versions of the system.
The second upgraded generation of the Super Select 4WD system is installed on the new Mitsubishi L200 (V) and the new Pajero Sport (III).
Practical exercises
We managed to experience all the delights of the Mitsubishi Super Select all-wheel drive system already at the first “special stage” near the city of Chelyabinsk. The Drive Event agency, in cooperation with Chelyabinsk jeepers led by Evgeny Shatalov, arranged a small training ground for us in the quarry.
For those who were not familiar with Mitsubishi cars, the entertainment at the training ground clearly benefited. Although the obstacles were calibrated according to the geometry of the cars, they were quite an interesting off-road.
We also enjoyed driving different cars, but we did it more out of a desire to compare different systems. In terms of offroad, we recently tested the new L200 pickup truck on real off-road and the car showed everything that it is capable of.
At the point with a slippery slope, there was a great opportunity to compare the performance of all generations of systems and confirm the conclusions from the L200 tests. The automatic does not know how to brake on a descent by the engine and cars just need a downhill assist system. But the mechanics coped with the descent with a bang.
It was also interesting to compare the operation of the transmission modes on the platform with diagonal hanging. Subjectively, Pajero copes best with a diagonal without connecting locks. Behind him is the Pajero Sport and the L200 pickup in the tail, even with the new generation system. There is an idea that the weight distribution of the car along the axles played a role.
After spending the night in the Zyuratkul National Park, we moved towards Ufa. The road book included a visit to the Ai River and the famous rapids. Off-road entertainment was guaranteed as soon as it became clear that all secondary roads were covered with ice crust and, in addition, it began to snow.
Our crew at the voting decided to leave the laid route and call in the city of Satka. The town is famous for its unusual decorations in the form of an acid-green An-2 aircraft, naked girls on motorcycles and, of course, a monument to Stalin. That's what most people think...
In fact, near the railway station and the iron foundry, there is a monument not to Stalin, but to Sergo Ordzhonikidze, who came to the city more than once. Passing by, visiting the city is a must, the pleasure of contemplating the unusual beauty is guaranteed to you.
