1990 MITSUBISHI ECLIPSE fuel pressure

ELECTRICAL -Relavs, Control Units and Sensors
RELAYS, CONTROL UNITS AND SENSORSROBEAACThe relays, control units and sensor for the various systems are located as described below.
.ILTI-POINT FUEL INJECTION SYSTEM
NameSymbolNameSymbolAir-flow sensor (incorporated within
AMagnet clutch relayG
barometric-pressure sensor andintake air temperature sensor)
Crank angle sensor and top dead center sensorCMPI control relayJDetonation sensor
FMPI control unitK
EGR temperature sensorEOxygen sensorH

Engine coolant temperature sensor
BThrottle position sensorDIdle switch
DVehicle speed sensor (reed switch)I
NOTEThe “Name” column is arranged in alphabetical order.
orated within barometric
re sensor and Intake arr7 (incorporated within barometnc kpressure sensor and intake arrtemperature sensor)-4L 1mo721

Knocking Control for Turbo Engine OnlyEngine coolant tern.Advance mapperarure correctton
value- Barometric pressurecorrectton
DelonaIlon
sensorI
lgnmon codKnockmg correcllonprimary currenr
v
Knock wbral+onKnockmg LevelDelay anglelgnmon tlmtngdetemon- delermonmon - calculallon - derermmatlon
II
Y
FatlureIdeIeclton
6FUO565Engine knocking is detected and the ignition timing
is controlled accordingly to prevent continued
knocking and to protect the engine.
When knocking is detected, the engine control unit
delays the ignition timing according to the signal
from the detonation sensor until the knocking is
eliminated (up to a maximum 12” in crank angle). In
the case of an open or short circuit of the detonationsensor harness. the timing is delayed by a fixed
angle (approximately 8” in crank angle) to prevent
knocking.Energization Time Control
While
crankinaIf knocking continues, the advance angle map value
is corrected gradually in the delay direction.
In the absence of knocking, the map value is
corrected gradually in the advance direction. In this
way, optimum ignition timing is constantly control-
led; this control is effective even when fuels of
different octane ratings are used.
This means that the engine is protected from
knocking damage even when the fuel is switched
from premium to regular or vice versa.
Synchronizedwith crank angle
sensor signalcDuring normal operation
Map value
cor-Energizatlon time
responding to- is clipped at 75% of
battery voltageignition interval
IIn order to obtain stable ignition energy, the
ener-gization time of the ignition coil primary current is
controlled as to keep current at a constant value
when the primary current is shut off.
(1) DURING NORMAL OPERATION
Basic energization time
:The increase of the ignition coil primary current
changes with the battery voltage. Therefore, the
energization time is so controlled that the primary
current at time of ignition becomes
6A. The basic
energization time is so set that it is longer when the
battery voltage is low and is shorter when the
6FUO548Energization time clip:
The new two-coil ignition system has its ignition
interval doubled when compared to the convention-
al single
coil type, allowing a longer clip time. As a
result, a long energization time is secured for
sufficient ignition energy even during high speed
operation.
(2) WHILE CRANKING
When cranking, the ignition coil is energized in
synchronization with the crank angle signal.
-

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_. ---“._ _ _ ._ ..-..+_LI_y_--- -
9-2ENGINE- General Information
GENERAL INFORMATION
MAJOR
SPEClFlCATiONS
Row- -
Items
Number and arrangement of cylinderCylinder bore x stroke
mm (in.)
Total displacementcc (cu.in.1Compression ratio
Combustion chamber
Valve mechanismNumber of valve
Intake
Exhaust
Valve timing
IntakeOpen/CloseExhaust Open/Close
Lubrication
Oil pump
Fuel system
SuperchargerCooling system
Water pump
Alternator
Starter motor
Ignition system
Exhaust gas recirculation systemCatalytic converter
Crankcase ventilation system
Evaporative emission control system
Non-Turbo engineTurbo engine4 in-line, longitudinal
4 in-line, longitudinal
85 x
88 (3.346 x 3.465)85 x 88 (3.346 x 3.465)1997 (121.9)
1997 (121.7)
9.07.8
Pentroof typePentroof type
Double overhead camshaftDouble overhead camshaft
(DOHC)(DOHC)
88
88
26 “BTDU46”ABDC21”BTDC/Sl”ABDC56BBDUS”ATDC55”BBDUS”ATDC
Pressure feed-full flow filtrationPressure feed-full flow filtration
Gear typeGear type
Electronic control multipoint
fuelElectronic control multipoint fuel
injectioninjection
Turbo typeLiquid cooled-forced circulationLiquid cooled-forced circulation
-Impeller typeImpeller type
AC generator with a built-involtage regulatorAC generator with a built-in
voltage regulator
Planetary gear reduction drivePlanetary gear reduction drivetype
Two-coil type, electronic controlTwo-coil type, electronic control
ignitionignition
Conventional type: For FederalConventional type: For Federal
and Canadaand Canada
Electronical control type:Electronical control type:
For CaliforniaFor CaliforniaMonolithic type,
under-floorMonolithic type, under-floor
installationinstallation
Closed typeClosed type
Charcoal canister typeCharcoal canister type
I

sors and the engine control unit, tooether with
actuators and
related components, and k controlled
according to nine control functions as shown below.
Of these nine, No.
1 and, Nos. 3 to 9 are supplied by
II
EngineSensors - control -unit
r--------‘-1
l--cIFuel-pressureIcontrol valveII
‘4 Fuel DumoI13 I I or-’I
,--c 1. ;;EILT!I;ELSSURE1J
Fuel presJ1regulatorI
- Throttle valve
i
7
_c Speed adjusting
screw
14-2
“GENERALFUEL SYSTEM
- GeneralRl484AB
The fuel system is of the Electronic Control
Multi-point Fuel Injection type, which has an injector forthe engine control unit.
each cylinder. The system comprises various sen-Refer to Group 8 ELECTRICAL for No. 6 IGNITION
TIMING CONTROL.
-Fast idle air valve
- idle speed
control servo-
IrI
- Injectors
- 4. IOLESPEEO
CONTROL
-I5. POWER SUPPLYCONTROLControl relay
-) 6. V$&iRq3NLTIMING- Power transistor
b
-c 7. AIR CONDITIONERRELAY CONTROL- Air conditioner
relay
c-------------Tp----------1
NOTEI
The [‘-,l> is applicable to theI
.-( 8. ZJJ\~RR~LARGING k-- -4 Wastepate
Liturbo only.-----w--------IL solenoid valve--B--------d
Ir-‘---‘---“‘-7c------v--w-1
L’ 9.
-I
‘C;RB;zLETER--A Turbo meterI--------c----J+ L----------a
k’6FU1145

FUEL SYSTEM - General14-3The fuel is supplied under pressure by the in-tanksent to the engine control unit.
type fuel pump, and is injected from injectors into allThe crank angle sensor converts the crank
angle,
cders. The injectors are activated by signals fromthat is, engine turning state into an electric signal
tk, engine control unit, and the amount of fueland sends it to the engine control unit.
injected is determined according to the drivingThe engine control unit, based on these signals,
conditions.determines the basic activation timing of the
injec-The intake air passes through the air flow sensor,
tars. The amount of intake air is determined by the
throttle body, air intake plenum and intake manifold,degree of opening of the throttle
valye,, and during
and finally enters the combustion chamber. The airengine idling, the amount of intake
arr IS regulated
flow sensor detects the amount of air flow and
by the idle speed control servo.converts this data to electric pulse signals that are
EGR temperature sensor (California) 7
Waste gate solenoid valve
Purge control solenoid valve
EGR control solenoid valve Fuel pump relay
Control relay
Air conditioner relay
Diagnosis output
Ignition coil
Control relay (Fuel pump drive
signal)Vehicle speed
SensorIgnition switch “ST” terminal
Ignition switch
‘IG” terminal
Air conditioner switch
Power steering
switch
Inhibitor switch
Idle speed
ontrol servoFast idle
air valve
-Throttle
&r -kilo m-i&inn’Power transistorleturn to-
uel tank- Fuel from
Coolant temperature sensor
Coolant temperature switchFuel-pressure
control valve
Detonation sensor
4

FUEL SYSTEM- duel Supply and Fuel Pressure Control
FUEL SUPPLY AND FUEL PRESSURE CONTROL
GENERAL DESCRIPTION
Fuel tankFuel gauge unitIOJAOt26
Fuel presbreregulator
Fuel gauge
Fuel tankunit - -IEngine control\I
unit
Fuel pumpcheck terminal\
TLo-way valve
Fuel p&sure
regulatorOUO227
RIUXAB

_ --_-_ .-..__FUEL SYSTEM
-Fuel Supply and Fuel Pressure Control14-5Canister
Fuel tank
Fuel pumpcheck terminal
\
Check valvePurge control
valve
\Fuel injectorDelivery
pipe
Fuel p:essure
regulator

14-6FUEL SYSTEM -Fuel Supply and Fuel Pressure Control
intake manifold/I\
Engine
Fuel
03AOOlOThe fuel supply system comprises electromagnetic
type injectors, a delivery pipe, a fuel pressure
regulator, a motor-driven fuel pump, and the engine
control unit, which activates and controls the injec-
tors and fuel pump based on data supplied by the
various sensors.
After being filtered by an in-tank filter, the fuel is
pumped from the tank and is filtered again by an
external filter before it is distributed to the injectors
through the delivery pipe. The pressure of fuel
delivered to the injectors is regulated by the fuel
pressure
reoulator; excess fuel after pressure reg-ulation has been performed is returned to the fuel
tankThe injectors are activated on command from the
engine control unit and inject the fuel to each intake
port of cylinder head sequentially according to the
predetermined ignition order.
In addition, a fuel-pressure control valve has been
equipped in order to maintain idling stability of turbo
models immediately after restarting under high- -
temperature conditions.
The fuel tank is located under the floor of the rear
seat, thus giving it protection in the event of a
rear-end collision. A fuel pump drive terminal is
provided in the engine compartment for greater
serviceability.
-
SPECIFICATIONSItems
Fuel pump
Type
Delivery rate
liters (gals.VHr
Delivery pressurekPa (psi)
Fuel pressure regulator
Tvw
Regulated fuel pressurekPa (psi)
Fuel filter
Rated flow rate
liters (qts.)/min.
Filter areacm’ (in.‘)
Injectors
TypeCoil resistance
n

--
.- -_-_
SpecificationsMotor-driven, in-tank type
Minimum 90 (23.8)
450 - 600 (64 - 85)
Diaphragm type
335 (47.6)
255 (36.3)
2
(2.1)
1,500 (233)Solenoid type
,.13-16
2-3
I