Contents: Basic data for adjustments and…⤓ Differences in the main data for…⤓ Direct Fuel Injection (GDI) System ⤓
Throttle assembly
- diameter of the inner hole of the throttle assembly, mm — 60
- throttle position sensor - variable resistance
- throttle control servo motor - stepper motor
Electronic engine control unit
- since 1999
- except Germany - E2T72671
- for Germany - E2T72672
- since 2000 — E2T72675
Air flow meter - vortex type (Karman)
Atmospheric pressure sensor - semiconductor
Engine Air Intake Temperature Sensor - Thermistor
Coolant Temperature Sensor - Thermistor
Oxygen concentration sensor - zirconium
Accelerator Pedal Position Sensor - Variable Resistor
Vehicle speed sensor - magneto-resistive
Camshaft Position Sensor - Hall Effect Sensor
Crankshaft position sensor - Hall sensor
Knock sensor - piezoelectric
Fuel pressure sensor - diaphragm
Power Steering Hydraulic Fluid Pressure Sensor - Contact
Control relay type - contact
Fuel pump relay type - contact
Injector control relay type - contact
Type of injectors and their number - electromagnetic, 4
Injector marking - DIM 1000G
Throttle control servo relay type - contact
Throttle control servo motor - stepper motor
EGR valve - stepper motor
The purge valve of the adsorber is a electromagnetic valve with a pulse-width control mode
[The original was published on the website: mitsubishiman]
Fuel pressure regulator (low pressure), kPa — 329
Fuel pressure regulator (high pressure), kPa — 5
Basic data for adjustments and control
Nominal output voltage of the throttle position sensor (1 channel) - V 0.4-0.6
Nominal output voltage of the throttle position sensor (channel 2) - V 4.2-4.8
Throttle position sensor resistance - 3.5-6.5 kOhm
Nominal output voltage of the accelerator pedal position sensor (channels 1 and 2) — V 0.4-0.9
Resistance of the temperature sensor of the air entering the engine, kOhm
- at a temperature of 20°C - 2.3-3.0
- at a temperature of 80°C - 0.30-0.42
Coolant temperature sensor resistance, kOhm
- at a temperature of 20°C - 2.1-2.7
- at a temperature of 80°C - 0.26-0.36
Fuel pressure, kPa
- vacuum hose disconnected from fuel pressure regulator - 4-7
- vacuum hose connected to fuel pressure regulator - 324-343
Injector winding resistance, Ohm — 0.9-1.1
Oxygen concentration sensor output voltage - V 0.6-1.0
Oxygen concentration sensor heater resistance, Ohm — 11-18
Throttle actuator resistance, Ohm - 1.35-1.65
Differences in the main data for adjustments and control on a car manufactured since 2000
Nominal output voltage of the throttle position sensor (1st and 2nd channels) - V 0.985-1.085
Accelerator pedal position sensor resistance (1st and 2nd channels), kOhm — 3.5-6.5
Fuel pressure, kPa
- vacuum hose disconnected from fuel pressure regulator - 4-6.9
- vacuum hose connected to fuel pressure regulator - 329
Oxygen concentration sensor heater resistance, Ohm
- front - 4.5-8.0
- rear - 11-18
Direct Fuel Injection (GDI) System
The direct petrol injection system consists of sensors that record the engine status, an electronic engine control unit (engine-ECU), which carries out control functions based on signals from sensors and actuators operating on commands from the control unit.
The control unit controls fuel injection, idle speed and ignition timing. In addition, the control unit has a number of diagnostic modes to simplify troubleshooting.
Since 2000, vehicles have been equipped with a modified direct fuel injection (GDI) system, in which diagnostic trouble codes have been changed, the fuel pressure regulator is part of the high-pressure fuel pump, a rear oxygen concentration sensor has been added, the camshaft and crankshaft position sensor wires are secured to the timing belt cover, and the engine control unit has been modernized.
Fuel injection control
The moment the injector begins to open and the duration of its open state are set in such a way that the engine receives a fuel-air mixture of optimal composition, corresponding to the continuously changing operating conditions of the engine.
An injector is installed in each cylinder (in the cylinder head). Fuel, under low pressure, is supplied by the fuel pump from the fuel tank to the low-pressure regulator. Then, the fuel under low pressure is supplied to the high-pressure fuel pump. The fuel pressure, after the high-pressure pump, is regulated by the high-pressure regulator and distributed to the injectors through the fuel line.
Fuel is injected into each cylinder once every two crankshaft revolutions. The firing order of the cylinders is 1-3-4-2. This mode is called sequential fuel injection.
The electronic control unit ensures enrichment of the fuel-air mixture during engine warm-up, as well as during operation under maximum load, implementing control without feedback on the mixture composition ("open-loop").At low and medium loads, the air-fuel mixture is leaned out to reduce fuel consumption. When operating at medium and high loads of a warm engine, by implementing feedback control ("closed-loop") based on the composition of the mixture using signals from the oxygen concentration sensor, ensuring the maintenance of the stoichiometric (theoretically necessary for complete combustion of the fuel) composition of the fuel-air mixture.
Adjusting the throttle opening angle
The throttle valve opening angle is electronically adjusted depending on the accelerator pedal position. The engine control unit ECU receives a signal from the accelerator pedal position sensor and, based on this signal, controls the servo drive, which opens the throttle valve to an angle corresponding to the degree of pressure on the accelerator pedal,
Adjusting the idle speed of the crankshaft
The idle speed is maintained at an optimum level, depending on external conditions and engine load, by varying the amount of air entering the engine through a bypass channel bypassing the throttle valve. The electronic engine control unit controls the idle speed control (ISC) servo, ensuring that the set speed is maintained depending on the coolant temperature and the air conditioner load.
In addition, when the air conditioner is switched on and off in idle mode, the idle speed control (ISC) stepper motor doses the amount of additional air in such a way as to eliminate fluctuations in the crankshaft speed.
Ignition timing control
Connected to the primary circuit> ignition coil power transistor closes and opens the circuit. Thus, optimal control of the ignition advance angle is carried out in accordance with the engine operating mode.
The electronic engine control unit determines the optimum ignition timing depending on the engine crankshaft speed, the volumetric air flow rate entering the engine, the coolant temperature, the atmospheric pressure and the fuel injection timing (on the intake stroke or on the compression stroke).
Self-diagnosis function
If a malfunction occurs in one of the sensors or actuators related to the exhaust gas toxicity reduction systems, the engine malfunction indicator lamp lights up in the instrument cluster ("CHECK ENGINE"), warning the driver about the malfunction.
If the electronic control unit registers a malfunction in the operation of one of the sensors or actuators, the unit generates a corresponding diagnostic trouble code.
The data recorded in the random access memory (RAM) of the electronic engine control unit, related to sensors and actuators (malfunction codes), can be read using the MUT-II device. In addition, in a certain operating mode of the MUT-II device, forced control of actuators is possible.
Other management functions
1. Fuel pump control
Turns on the fuel pump relay, which supplies current to the pump motor when the crankshaft is turned by the starter or when the engine is running.
2. Air conditioner relay control
Turns the air conditioning compressor electromagnetic clutch relay on and off.
3. Fan relay control
The rotation speed of the radiator fan of the cooling system and the condenser fan is controlled depending on the coolant temperature and the vehicle speed.
4. Control of the electromagnetic valve for purging the adsorber.
5. Control of the servo drive of the system; exhaust gas recirculation (EGR).