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Sedans Mitsubishi Diamante Mitsubishi Diamante Maintenance and Repair
81 messages, Last post on Nov 21, 2009 at 8:41 PM
You are in the Mitsubishi Diamante Forum. Your Hosts are pat & karens
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I have been told by the dealer that my heater core needs to be replaced. It was leaking antifreeze onto the passenger side floor. The car only has 45,000 miles on it so this seems like something that may have been a manufactors defect. I was wondering if anyone else had this problem and if mitsubishi had recalled this part. Thanks |
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Please help? Ms Molly Diamante won't start. She's a '93 with DOHC V6 just like many 92-95 Diamantes and 3000 GT's. We made her battery go dead. We had her battery tested and charged. It's ok. Everything works, lights, radio, etc. However, when we turn her key. She clicks once and doesn't even try to turn over. She ran just fine before we ran the battery down. We have activated, set off, and de-activated her alarm. She still won't start. Please anyone? Can you please tell us how to get her started? Do we need to pull a plug or press a button to reset her ignition from being locked by the alarm?
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Replying to: tmicciche (Jun 20, 2006 9:48 am) different Diamante owners complain about their heater core had to be replace. I have 55,600 miles now and thank God I have met that problem yet but I had to replace two of my engine mounts . That cost me 563.00 at the dealer. The other day I had to replace the head gasker that was leaking, thank God that was under the power train warranty and also replace the oxygen senor. Last year the steering rack wwnt. That cost me $1500.00. Only , I almost forgot the tranmission pump seal has to be replace, that was under the power train warranty. This car ride nice, but never had a car break down so much. Hopefully in two years I will buy an Honda Accord. Mitsubishi sucks. I need a car that will lastme. I suggest you trade your car in for a Honda Accord or Toyota Camry. You can't go wrong. These cars have no resell value. |
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I was wondering if someone else has experienced the same problem....last week I turned my car on and the check engine light came on. Also when I looked at the dashboard, the indicator that tells you what gear you're in started switching in between neutral and drive. I drove my car to work and instead of it taking off when I hit the gas, it feels like it's sluggish, like something is holding it back. I figured it was a transmission problem, so I took it to a repair shop that specialized in those problems. The place I took it to told me that the car locked the transmission in 2nd gear for whatever reason, and that they wouldn't know what the real problem was until they physically removed/ inspected the transmission itself for 400 dollars. Before I hand someone half a grand, has anyone else experienced the same problem? Should I go to the dealership??? Any advice or opinions would be appreciated. Thanks in advance. C. Foster
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Replying to: tmicciche (Jun 20, 2006 9:48 am)
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Replying to: mrcamf (Jul 09, 2006 7:38 pm) |
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Replying to: mrcamf (Jul 09, 2006 7:38 pm) |
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HEY WHATS THE PROBLEM WITH THESE CARS? I'VE GOT A 92 DIAMONTE WITH THE SAME PROBLEM. I WAS TOLD THAT THE TRANNY WAS IN "LIMPMODE" IT IS STUCK IN ONE GEAR THAT ALLOWS THE CAR TO BE DRIVEN IN THE MAJORITY OF THE ODOMETER SPEEDS AT A HIGHER RPM. TALK ABOUT SUCKING HIGH GAS PRICES!!! IVE WORKED ON CARS FOR 15 YEARS AND NEVER CAME CROSS THIS ONE. A TRANNY SPECIALIST TOLD ME HES GUESSING THE PROBEM IS ELECTRICAL WITHOUT TAKING IT APART. "TCU"???????IS IT? IS THIS UNIT INSIDE OR OUT THE TRANNY? SOMEONE NEEDS TO COME UP WITH THE SOLUTION TO THIS PROBLEM WE ALL NEED HELP!!! IF ANYONE GOT ANY ANSWERS PLEASE! PLEASE! SEND ME AN EMAIL AT HLGRAMJR YAHOO.COM
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Transmission Control Unit A Transmission Control Unit is a device that controls modern electronic automatic transmissions. A Transmission Control Unit generally uses sensors from the vehicle as well as data provided by the Engine Control Unit to calculate how and when to change gears in the vehicle for optimum performance, fuel economy and shift quality. Electronic automatic transmissions have been shifting from purely hydromechanical controls to electronic controls since the early 1990’s. Since then, development has been iterative and today designs exist from several stages of electronic automatic transmission control development. The evolution of the modern automatic transmission and the integration of electronic controls have allowed great progress in recent years. The modern automatic transmission is now able to achieve better fuel economy, reduced engine emissions, greater shift system reliability, improved shift feel, improved shift speed and improved vehicle handling. The immense range of programmability offered by a Transmission Control Unit allows the modern automatic transmission to be used with appropriate transmission characteristics for each application. Input Parameters The typical modern Transmission Control Unit uses signals from engine sensors, automatic transmission sensors and from other electronic controllers to determine when and how to shift. Vehicle Speed Sensor (VSS) This may also be known as an output speed sensor (OSS). This sensor sends a varying frequency signal to the Transmission Control Unit to determine the current shaft speed of the output shaft or differential in a typical vehicle. The Transmission Control Unit uses tire size, gear ratios and final drive ratio to calculate the current vehicle speed. Turbine Speed Sensor (TSS) This may also be known as an input speed sensor (ISS). This sensor sends a varying frequency signal to the Transmission Control Unit to determine the current shaft speed of the input shaft or torque converter. The Transmission Control Unit uses this shaft speed to determine slippage across the torque converter and potentially to determine the rate of slippage across the bands and clutches. Transmission Fluid Temperature (TFT) This may also be known as Transmission Oil Temperature (TOT). This sensor determines the fluid temperature inside the transmission. This allows the Transmission Control Unit to modify the line pressure and solenoid pressures according to the changing viscosity of the fluid based on temperature. This can provide for more appropriate shifing in extreme temperatures and allow for temperature failsafe systems to take control. Output Parameters The typical modern Transmission Control Unit sends out signals to shift solenoids, pressure control solenoids, torque converter lockup solenoids and to other electronic controllers. Shift Solenoid Modern electronic automatic transmission have electrical solenoids which are activated to change gears. These solenoids range from very simplistic control in older automatic transmission designs to extremely complicated in very new automatic transmission designs. The way in which the soleniod is activated and when it is activated is chosen by the manufacturer of the transmission and can vary greatly from vehicle to vehicle. Pressure Control Solenoid Modern electronic automatic transmissions are still fundamentally hydraulic. This requires precise pressure control. Older automatic transmission designs may only use a single line pressure control soleniod which modifies pressure across the entire transmission. Newer automatic transmission designs often use many pressure control solenoids and sometimes allow the shift solenoids themselves to provide precise pressure control during shifts by ramping the solenoid on and off. The shift pressure affects the shift harness and shift speed. Torque Converter Clutch Solenoid (TCC) Most electronic automatic transmissions utilize a TCC solenoid to lock the torque converter electronically. Once locked, the torque converter no longer applies torque multiplication and will spin at the same speed as the engine (assuming the converter is fully locked). This provides a major increase in fuel economy and modern designs attempt to provide partial lockup in lower gears to improve fuel economy further. This entry is from Wikipedia, the leading user-contributed encyclopedia. It may not have been reviewed by professional editors (see full disclaimer) |
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Where is the internal Check Engine Light connection? Auto zone offers free Check Engine Analysis, but could not locate the connection to plug in their "meter". Does anyone know where it is located? I was told the the Check Engine light can come on if the gas cap is not fully tight. In that case once the cap has been tightened will the check engine light go off or does it have to be reset? |
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