E - THEORY/OPERATION - EFI

1991 Mitsubishi Montero

1990-91 ENGINE PERFORMANCE

Chrysler/Mitsubishi Theory & Operation - Fuel Injection

All Models

INTRODUCTION
This article covers basic description and operation of engine
performance-related systems and components. Read this article before
diagnosing vehicles or systems with which you are not completely
familiar.

AIR INDUCTION SYSTEM

NON-TURBOCHARGED ENGINES
All Chrysler/Mitsubishi engines with Port Fuel Injection
(PFI), called Multi-Point Injection (MPI) by the manufacturer, use the
same basic air induction system. Remote air filter (with airflow
sensor) is ducted to a plenum-mounted throttle body.

TURBOCHARGED ENGINES
In addition to basic air induction system used on all other
models, turbocharging system components include turbocharger, air-to-
air intercooler, air by-pass valve, wastegate actuator, wastegate
control solenoid valve and intake ducting.

Wastegate Control Solenoid Valve

Engine Control Unit (ECU) energizes solenoid valve,
controlling leakage rate of turbocharger pressure to wastegate
actuator.

COMPUTERIZED ENGINE CONTROLS

Multi-Point Injection (MPI) is a computerized engine control
system which controls fuel injection, ignition timing, idle speed and
emission control systems.

ELECTRONIC CONTROL UNIT (ECU)

NOTE: Components are grouped into 2 categories. The first category
covers INPUT DEVICES, which control or produce voltage
signals monitored by the Engine Control Unit (ECU). The
second category covers OUTPUT SIGNALS, which are components
controlled by the ECU.

ECU receives and processes signals from input devices. Such

operating conditions as cold starting, altitude, acceleration and
deceleration affect input device signals. Based upon signals received,
ECU sends signals to various components which control fuel injection,
ignition timing, idle speed and emission control systems.

INPUT DEVICES
Vehicles are equipped with different combinations of input
devices. Not all input devices are used on all models. To determine
input device usage on specific models, see appropriate wiring diagram
in M - WIRING DIAGRAMS.

Air Conditioner Switch

When A/C is turned on, signal is sent to ECU. With engine at
idle, ECU increases idle speed through Idle Speed Control (ISC) motor.

Airflow Sensor
Incorporated in airflow sensor assembly, airflow sensor is a
Karmen Vortex-type sensor which measures intake airflow rate.
Intake air flows through tunnel in airflow sensor assembly.
Airflow sensor transmits radio frequency signals across direction of
incoming airflow, downstream of vortex. Intake air encounters vortex,
causing turbulence in tunnel.
Turbulence disrupts radio frequency, causing variations in
transmission. Airflow sensor converts frequency transmitted into a
proportionate electrical signal which is sent to ECU.

Airflow Sensor Assembly

Mounted inside air cleaner, incorporates airflow sensor,
atmospheric pressure sensor and intake air temperature sensor.

Atmospheric (Barometric) Pressure Sensor

Incorporated in the airflow sensor assembly, converts
atmospheric pressure to electrical signal which is sent to ECU. ECU
adjusts air/fuel ratio and ignition timing according to altitude.

Coolant Temperature Sensor

Converts coolant temperature to electrical signal for use by
ECU. ECU uses coolant temperature information for controlling fuel
enrichment when engine is cold.

Crankshaft Angle & TDC Sensor Assembly

Assembly is located in distributor on SOHC engines. On DOHC
engines, which use Direct (or Distributorless) Ignition System (DIS),
assembly is separate unit mounted in place of distributor. Assembly
consists of triggering disc (mounted on shaft) and stationary optical
sensing unit. Camshaft drives shaft, triggering optical sensing unit.
ECU determines crank angle and TDC based on signals received from
optical sensing unit.

Detonation Sensor (Turbo Only)

Located in cylinder block, senses engine vibration during
detonation (knock). Sensor converts vibration into electrical signal.
ECU retards ignition timing based on this signal.

Engine Speed (Tach Signal)

ECU uses ignition coil tach signal to determine engine speed.

Idle Position Switch

On all DOHC engines and Sigma 3.0L, idle position switch is
separate switch mounted on throttle body. On all other models, idle
position switch is incorporated in ISC motor or throttle position
sensor, depending on vehicle application. When throttle valve is
closed, switch is activated. When throttle valve is at any other
position, switch is deactivated. This input from idle position switch
is used by ECU for controlling fuel delivery time during deceleration.

Ignition Timing Adjustment Terminal

Used for adjusting base ignition timing. When terminal is
grounded, ECU timing control function is by-passed, allowing base
timing to be adjusted.
 Inhibitor Switch (Automatic Transmission Only)
Inhibitor switch senses position of transmission select
lever, indicating engine load due to automatic transmission
engagement. Based on this signal, ECU commands ISC motor to increase
throttle angle, maintaining optimum idle speed.

Intake Air Temperature Sensor

Incorporated in airflow sensor assembly, this resistor-based
sensor measures temperature of incoming air and supplies air density
information to ECU.

Motor Position Sensor (MPS)

Incorporated in ISC motor (or separate unit on some models),
senses ISC motor plunger position and sends electrical signal to ECU.

Oxygen (O2) Sensor

Located in exhaust system, generates an output voltage.
Output voltage varies with oxygen content of exhaust gas stream. ECU
adjusts air/fuel mixture based on signals from oxygen sensor.

Power Steering Oil Pressure Switch

Detects increase in power steering oil pressure. When power
steering oil pressure increases, switch contacts close, signalling
ECU. ECU commands ISC motor, raising idle speed to compensate for drop
in engine RPM due to power steering load.

TDC Sensor
See CRANKSHAFT ANGLE & TDC SENSOR ASSEMBLY.

Throttle Position Sensor (TPS)

A variable resistor mounted on throttle body. ECU uses
voltage signal received from TPS to determine throttle plate angle.

Vehicle Speed Sensor

Located in speedometer in instrument cluster, uses a reed
switch to sense speedometer gear revolutions. ECU uses gear
revolutions to determine vehicle speed.

OUTPUT SIGNALS
NOTE: Vehicles are equipped with different combinations of
computer-controlled components. Not all components listed
below are used on every vehicle. For theory and operation on
each output component, refer to the system indicated in
brackets after component.

CHECK ENGINE Light

See SELF DIAGNOSTIC SYSTEM.

EGR Control Solenoid Valve

See EXHAUST GAS RECIRCULATION (EGR) CONTROL under EMISSION
SYSTEMS.

Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.

Fuel Pressure Control Solenoid Valve (Turbo Only)

See FUEL DELIVERY under FUEL SYSTEM.

Fuel Pressure Regulator

See FUEL DELIVERY under FUEL SYSTEM.

Fuel Pump Relay (MPI Control Relay)

 See FUEL DELIVERY under FUEL SYSTEM.

Idle Speed Control Servo

See IDLE SPEED under FUEL SYSTEM.

Power Transistor(s) & Ignition Coils

See IGNITION SYSTEMS.

Purge Control Solenoid Valve

See EVAPORATIVE CONTROL under EMISSION SYSTEMS.

Self-Diagnostic Connector
See SELF-DIAGNOSTIC SYSTEM.

Wastegate Control Solenoid Valve

See TURBOCHARGED ENGINES under AIR INDUCTION SYSTEM.

FUEL SYSTEM

FUEL DELIVERY
Electric fuel pump (located in gas tank) feeds fuel through
in-tank fuel filter, external fuel filter (located in engine
compartment) and fuel injector rail.

Fuel Pump
Consists of an impeller driven by a motor. Pump has an
internal check valve to maintain system pressure and a relief valve to
protect the fuel pressure circuit. Pump receives voltage supply from
Multi-Point Injection (MPI) control relay.

Fuel Pressure Control Solenoid Valve (Turbo Only)

Prevents rough idle due to fuel percolation. On engine
restart, if engine coolant or intake air temperatures reach a preset
value, ECU applies voltage to fuel pressure control solenoid valve for
2 minutes after engine re-start. Valve opens, allowing atmospheric
pressure to be applied to fuel pressure regulator diaphragm. This
allows maximum available fuel pressure at injectors, enriching fuel
mixture and maintaining stable idle at high engine temperatures.

Fuel Pressure Regulator

Located on fuel injector rail, this diaphragm-operated relief
valve adjusts fuel pressure according to engine manifold vacuum.
As engine manifold vacuum increases (closed throttle), fuel
pressure regulator diaphragm opens relief valve, allowing pressure to
bleed off through fuel return line, reducing fuel pressure.
As engine manifold vacuum decreases (open throttle), fuel
pressure regulator diaphragm closes valve, preventing pressure from
bleeding off through fuel return line, increasing fuel pressure.

FUEL CONTROL
Fuel Injectors
Fuel is supplied to engine through electronically pulsed
(timed) injector valves located on fuel rail(s). ECU controls amount
of fuel metered through injectors based upon information received from
sensors.

IDLE SPEED
Air Conditioner Relay
When A/C is turned on with engine at idle, ECU signals ISC
motor to increase idle speed. To prevent A/C compressor from switching
on before idle speed has increased, ECU momentarily opens A/C relay
circuit.

Idle Speed Control (ISC) Motor

Controls pintle-type air valve (DOHC engines) or throttle
plate angle (SOHC engines) to regulate volume of intake air at idle.
During start mode, ECU controls idle intake air volume
according to coolant temperature input. After starting, with idle
position switch activated (throttle closed), fast idle speed is
controlled by ISC motor and fast idle air control valve (if equipped).
When idle switch is deactivated (throttle open), ISC motor
moves to a preset position in accordance with coolant temperature
input.
When automatic transmission (if equipped) is shifted from
Neutral to Drive, A/C is turned on or power steering pressure reaches
a preset value, ECU signals ISC motor to increase engine RPM.

Fast Idle Air Control Valve

Some models use a coolant temperature-sensitive fast idle air
control valve, located on throttle body, to admit additional intake
air volume during engine warm-up. Control valve closes as temperature
increases, restricting by-pass airflow rate. At engine warm-up, valve
closes completely.

IGNITION SYSTEMS

DIRECT IGNITION SYSTEM (DIS) - DOHC ENGINES

Ignition system is a 2-coil, distributorless ignition system.
Crankshaft angle and TDC sensor assembly, mounted in place of
distributor, are optically controlled.

Power Transistors & Ignition Coils

Based on crankshaft angle and TDC sensor inputs, ECU controls
timing and directly activates each power transistor to fire coils.
Power transistor "A" controls primary current of ignition coil "A" to
fire spark plugs on cylinders No. 1 and 4 at the same time. Power
transistor "B" controls primary current of ignition coil "B" to fire
spark plugs on cylinders No. 2 and 3 at the same time.
Although each coil fires 2 plugs at the same time, ignition
takes place in only one cylinder since the other cylinder is on its
exhaust stroke when plug fires.

ELECTRONIC IGNITION SYSTEM - SOHC ENGINES

Mitsubishi breakerless electronic ignition system uses a disc
and optical sensing unit to trigger power transistor.

Power Transistor & Ignition Coil

Power transistor is mounted inside distributor with disc and
optical sensing unit. When ignition is on, ignition coil primary
circuit is energized. As distributor shaft rotates, disc rotates,
triggering optical sensing unit. ECU receives signals from optical
sensing unit. Signals are converted and sent to power transistor,
interrupting primary current flow and inducing secondary voltage.

IGNITION TIMING CONTROL SYSTEM

Ignition timing is controlled by ECU. ECU adjusts timing
based upon various conditions, such as engine temperature, altitude
and detonation (turbo vehicles only).
 EMISSION SYSTEMS

EXHAUST GAS RECIRCULATION (EGR) CONTROL

Federal (Non-Turbocharged)
To lower oxides of nitrogen (NOx) exhaust emissions, a non-
computer controlled exhaust gas recirculation system is used. EGR
operation is controlled by throttle body ported vacuum. Vacuum is
routed through thermovalve to prevent EGR operation at low engine
temperatures.
Spring pressure holds EGR valve closed during low vacuum
conditions (engine idling or wide open throttle). When vacuum pressure
increases and overcomes EGR spring pressure, EGR valve is lifted and
allows exhaust gases to flow into intake manifold for combustion.

California & Turbocharged

ECU controls EGR operation by activating EGR control solenoid
valve according to engine load. When engine is cold, ECU signals EGR
control solenoid valve to deactivate EGR.
California models are equipped with an EGR temperature
sensor. When EGR malfunction occurs, EGR temperature decreases and ECU
illuminates CHECK ENGINE (malfunction indicator) light.

EGR Control Solenoid Valve

Denies or allows vacuum supply to EGR valve, based upon ECU
commands.

Thermovalve
Denies or allows vacuum supply to EGR valve based on coolant
temperature.

EVAPORATIVE CONTROL
Fuel evaporation system prevents fuel vapor from entering
atmosphere. System consists of a special fuel tank with vapor
separator tanks (if equipped), vacuum relief filler cap, overfill
limiter (2-way valve), fuel check valve, thermovalve (if equipped),
charcoal canister, purge control valve, purge control solenoid valve
and connecting lines and hoses.

Purge Control Solenoid Valve

When engine is off, fuel vapors are vented into charcoal
canister. When engine is warmed to normal operating temperature and
running above idle, ECU energizes purge control solenoid valve,
allowing vacuum to purge valve.
Canister vapors are then drawn through purge valve into
intake manifold for burning. Purge control solenoid valve remains
closed during idle and engine warm-up to reduce HC and CO emissions.

HIGH ALTITUDE CONTROL (HAC)

This system compensates for variations in altitude. When
atmospheric (barometric) pressure sensor determines vehicle is above
preset altitude, ECU compensates by adjusting air/fuel mixture and
ignition timing. If HAC system is inoperative, there will be an
increase in emissions.

PCV VALVE
Positive Crankcase Ventilation (PCV) valve operates in the
closed crankcase ventilation system. Closed crankcase ventilation
system consists of PCV valve, oil separator, breather and ventilation
hoses.
PCV valve is a one-way check valve, located in valve cover.
When engine is running, manifold vacuum pulls PCV valve open, allowing
crankcase fumes to enter intake manifold. If engine backfires through
intake manifold, PCV valve closes to prevent crankcase combustion.

SELF-DIAGNOSTIC SYSTEM
Self-diagnostic system monitors input and output signals. On
all models, codes can be read using analog voltmeter. On some models,
scan tool can be used to read codes. For additional information, see G
- TESTS W/ CODES article.

CHECK ENGINE Light

Also called Malfunction Indicator Light by manufacturer,
comes on when ignition is turned on. Light remains on for several
seconds after engine has started. If an abnormal input signal occurs,
light comes on and code is stored in memory. If an abnormal input
signal returns to normal, ECU turns light off but code remains stored
in memory until cleared. If ignition is turned on again, light will
not come on until ECU detects malfunction during system operation.

NOTE: ECU diagnostic memory is retained by direct power supply

from the battery. Memory is not erased by turning off
ignition but is erased if battery or ECU is disconnected.