1990 MITSUBISHI ECLIPSE coolant level

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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FUEL SYSTEM -Fuel Supply and Fuel Pressure Control
FUEL-PRESSURE CONTROL VALVE
14-11To fuel
-
Fuel-pressureregulatorFuel-pressurecontrol valve
Intake-airEnginecontrol
unit
Usually, the negative pressure (vacuum) of the
intake manifold is applied to the fuel-pressure
regulator, and, because the fuel pressure is thus
held at a fixed constant level relative to the pressure
within the intake manifold, the amount to fuel
injected is regulated so as to be proportional to the
injectors’ actuation time. If, however, the engine
coolant-temperature and the intake air temperature
are high when then engine is started, the engine
control unit sends a flow of current to the fuel-
pressure control valve, with the result that outside
air (atmospheric) pressure acts upon the fuel-
pressure regulator.
0Fuel ump
1chec terminal 1!Fuel pumpAs a result. the
fuel pressure is increased and the
generation of fuel vapors caused by high tem-
perature is suppressed, thereby maintaining idling
stability immediately after restarting under
high-temperature conditions.
Note that there is a return to the usual fuel pressure
level after two minutes or more have passed after
starting is completed.
In addition, the circuitry of the fuel-pressure control
valve. is interrupted, thus controlling so that the fuel
pressure corresponds to supercharging pressure,
under high-load driving conditions (during super-
charged driving by the turbocharger).
FU,EL PUMP CHECK TERMINAL
This terminal is for directly driving the fuel pump.
By applying the battery voltage directly to this terminal, you can
check fuel pump operation or check fuel leaks from the
fuel
line.
__. - ---

-.-
25-6EMISSION CONTROL SYSTEMS- Exhaust Gas Recirculation (EGR) System
OPERATION
The engine control unit functions to calculate the
engine load, based upon the intake air volume
signals (from the air-flow sensor) and the rpm
signals (from the crank-angle sensor), and the
EGRcontrol solenoid valve is activated according to the
engine load. The
EGR amount is then regulated
according to the engine load calculated in this way.maintaining driveability during cold.
When, as a result of clogging of the
EGR cant’valve or as a result of an operational
malfunctio,.,the
EGR flow volume decreases, the EGR gas
temperature downstream. from the
EGR control
valve decreases. The engine control unit functions
to detect the
operation conditions of the EGRLoad
a Intake air volume/Engine rpmsystem by this characteristic.
If, however, the engine coolant temperature is low,
the actuation duty is attenuated, the
EGR control
valve activation negative pressure (vacuum) is
leaked from the throttle body A port, thus reducing
or interrupting the
EGR flow volume and therebyThe temperature of the
EGR gas is detected by the
EGR gas temperature sensor which is equipped at
the
EGR control valve; when the temperature
decreases to a low level, the engine warning light
(malfunction indicator light) illuminates in order to
advise the driver that a malfunction has occurred in
the
EGR system.
EGR
contcEGR control
solenoid valve
/Control
relay
1Engine control unit
Enginewarning
light