Single overhead camshaft engine ignition distributor
- Type - contactless, with built-in ignition coil
- The ignition timing mechanism is electronic
- The firing order of the cylinders is 1-3-4-2
Ignition coils
GDI engine management system - with two ignition coils (filled with composite material)
MPI Engine Management System:
- type - one ignition coil (filled with composite material), built into the ignition distributor
- resistance of the primary winding, Ohm - 0.5-0.7
- secondary winding resistance, kOhm — 15-22
- secondary winding resistance (engine control system 4G13-MPI), kOhm — 8.5-11.5
Spark plugs
Spark plugs:
- gDI engine management system — NGK - IZFR6B
- mPI engine management system — DENSO -K16PR-U11, NGK-BKR6E-11
- mPI engine management system since 2000 (4G13-MPI) — NGK - BKR5E-11, DENSO - K20PR-U11
Interelectrode gap, mm
- gDI engine management system - 0.5-0.6 (max 0,75)
- engine management system MPI - 1.0-1.1
Misfire Detection Sensor
- Engine - 4G13-MPI, 4G93-GDI since 2000
- Resistance, Ohm - less than 0.1
General information
Single overhead camshaft (MPI) engine
The interruption of the primary winding circuit of the ignition coil creates a self-induction EMF in the secondary winding of the ignition coil. The high voltage generated in this way is fed through the ignition distributor to the corresponding spark plug.
The firing order of the cylinders is 1-3-4-2.
The article is reprinted from this source [MitsubishiMan]
When high voltage is applied to the spark plug electrodes, a spark discharge occurs, which ignites the compressed fuel-air mixture in the combustion chamber.
The electronic engine control unit breaks the circuit of the primary winding of the ignition coil, thereby adjusting the ignition timing.
The electronic engine control unit uses the crankshaft position sensor to determine the angular position of the crankshaft and ensures the optimum ignition timing depending on the engine operating mode. When operating the vehicle at high altitude (at high altitude above sea level) or driving with the engine unheated, the ignition timing is slightly increased to ensure the optimum engine operating mode. Moreover, when detonation occurs, the ignition timing is gradually reduced until the detonation stops. When the automatic transmission shifts gears, the ignition timing is reduced to reduce engine torque, thus eliminating the vehicle's jolts when shifting gears.
The 4G13-MPI engine since 2000 has been equipped with a contactless ignition system, different spark plugs and a misfire detection sensor.
Dual Overhead Camshaft (GDI) Engine
This ignition system has two ignition coils (A and B) with built-in power transistors that supply high voltage to the spark plugs of cylinders 1.4 and 2.3, respectively. Interruption of the primary circuit of the ignition coil A winding induces self-induction EMF (high voltage) in the secondary winding of coil A. The high voltage thus created is supplied to the spark plugs of cylinders No.1 and 4. At this moment, spark formation occurs simultaneously on the electrodes of both spark plugs (the piston of one cylinder is on the compression stroke, the piston of the other cylinder is on the exhaust stroke). Accordingly, ignition of the compressed fuel-air mixture occurs only in the cylinder whose piston is at the end of the compression stroke. Similarly, when the circuit of the primary winding of ignition coil B is interrupted, supplying high voltage to the electrodes of the spark plugs of cylinders No.2 and 3.
The electronic engine control unit switches the power transistors built into the ignition coils on and off in sequence. Thus, high voltage is supplied to the spark plugs of the cylinders in the order 1-3-4-2.
The electronic engine control unit, receiving signals from the camshaft position sensor and the crankshaft position sensor, determines which of the ignition coil power transistors to send a control pulse to (thereby interrupting the coil's primary circuit). The electronic unit, receiving a signal from the crankshaft position sensor, determines the angular position of the latter and the optimal ignition advance angle for a given engine operating mode.
When the engine is not warmed up or when it is operated at high altitude or when driving with the engine not warmed up, the ignition advance angle is slightly increased to ensure the optimal engine operation. Moreover, when detonation occurs, the ignition advance angle is gradually reduced until the detonation stops.
On the 4G93-GDI engine since 2000, a misfire detection sensor has been added.