Doosan Mitsubishi 2.4l - Product Overview Training.pdf

Doosan 4G6 Mitsubishi ENGINE Training Presentation

Doosan Engine Systems Training A new 2.4 L LPG & DF engine has been introduced in the product line form Jan 01, 2015 onwards, to replace the GM 2.4L LPG & DF G424F and G424FE in the P-5 Series of CG2 Range. Among other features, this new engine has more Power; MMC G424P(E)

==> 65.6 HP (48.9 kW)

GM G424F(E)

==> 62.0 HP (46.2 kW)

Also, more Torque: MMC G424P(E)

==> 183.2 Nm @ 2000 RPM

GM G424F(E)

==> 181.0 Nm @ 2200 RPM

The Models and Serial Number Range affected are as follows: TRUCK MODEL: CG20P-5, CG25P-5, CG30P-5, CG33C-5

ENGINE TYPE: MMC 2.4L G424PE Tier 3 LPG MMC 2.4L G424PE Tier 3 Dual Fuel MODEL CODE (SERIAL NUMBER RANGE): CG20P-5 ==> FGA0A-1810-00001~UP & FGA0A-1830-00001~UP CG25P-5 ==> FGA0B-1810-00001~UP & FGA0B-1830-00001~UP CG30P-5 ==> FGA0C-1810-00001~UP & FGA0C-1830-00001~UP CG33P-5 ==> FGA0D-1810-00001~UP & FGA0D-1830-00001~UP CG35C-5 ==> FGA0E-1810-00001~UP & FGA0E-1830-00001~UP CVN DESCRIPTION: 1810 ==> Tier 3 LPG, OCDB 1830 ==> Tier 3 Dual Fuel, OCDB

Doosan Engine Location

Mitsubishi 2.4L

MMC 4G6 –2.4L

What’s new with regards key components - Intake manifold/fuel system and Exhaust manifold sides reversed - Starter on opposite sides (under intake) - Oil filter on opposite sides (under exhaust) - Water in and outlet locations remain on same side

Specification/Features MMC 2.4L Displacement BxS / BC (mm) Deck Height

2.351 L 86.5x100 / 93 235mm

Block Mat’l

Cast Fe

Head Mat’l

Cast Al

Valvetrain

SOHC – 4V

Compression Ratio Ignition Balance Shaft Features Premium Valve Seats B10 Life

Premium timing belts Service interval

Front cover seals

9.5 : 1 Coil @ Plug YES YES 10,000 hours

YES 5,000 hours

YES

ENGINE MODELS

GENERAL SPECIFICATIONS

TORQUE SPECIFICATION

Basic Engine Enhancement – PSI Long life timing and balance shaft belt • PSI provided long life timing and balance shaft belts • Unique construction/material to provide exceptional service life • The Mitsubishi engine has full cover periphery seals to help protect belt from harsh environment dirt/debris • PSI specific markings (colour codes) identify the PSI production belt

Camshaft Belt Colour scheme – 2.4L cam Belt

Balance Shaft Belt

Basic Engine Features / PSI enhancements • Long life Cast Alloy cylinder head / no maintenance valve train - Premium intake & exhaust valve seat inserts (B10 =10,000+ hr life* on LPG) - (PSI exclusive) - Hydraulic lash adjusters on 2.4L (standard for 2.4L) - Results in no valve train adjustments required for life of engine

• Long life / low maintenance belts - (PSI exclusive) - Camshaft and balance shaft belts have 5000 hour change interval (compared to 2000 interval on GM 1.6L) - Full front cover periphery seal helps protect belt from harsh environment dirt/debris

• Low NVH (Noise, Vibration, Harshness) - Cam/balance shaft belts – quieter than conventional gear drive system - Balance shaft – less vibration (smoother running engine) - Bearing cap “ladder” – enhanced low end structure for reduced noise

PSI L4 Features - LPG Cert Coil @ Plug Ignition Fuel lock-off

Intake, ETC, Mixer, DEPR

Vaporizer - with water feed and return lines

Transmission adapter Moulded fuel inlet

Crank Sensor

Flywheel with integral 58X teeth

Cast iron block (with balance shaft)

PSI L4 Features - LPG Cert

Alloy cylinder head 4V - SOHC

PSI front cover with 1X cam timing wheel & Cam sensor

Inlet side blocking thermostat

Stamped steel pan

Oil Pressure sensor & adapter

PSI L4 Features - LPG Cert Vaporizer & bracket Vaporizer water feed

Hi fan bracket and pulley Assembly

Fan tensioner

Exhaust manifold - Upward Facing (with heat shield)

3 pulley crank Alternator & brackets

Oil filter adapter

PSI L4 Features - LPG Cert Feed port for cab Heater (option) Vaporizer water return Water outlet w/coolant sensor Starter – Transmission adapter mount Engine mounted ECU

Balance Shaft tunnel

Summary • Mitsubishi engine offers a proven, hi tech engine alternative with numerous feature benefits • Power advantage over competitor with numerous alternatives for power management including: • Lower engine speed and/or power management combination for improved fuel economy • Durability advantage / Long life features over competitors. • 10,000+ hour B10 valve train life – more than double that of most competitors. • Hydraulic lash adjusters - no valve train adjustment for life • 5,000 hour camshaft/balance shaft belt change interval (double that of most competitors belt life) • Full front cover seal system to keep debris away from timing belt • Low Noise & vibration • Balance shaft eliminates 2nd order imbalance • Bearing cap ladder provides high structure to lower end (reduced noise) • Cam/balance shaft belts quieter than gear driven valve train • Power management strategies with larger displacement engines (lower engine speed) offer additional noise reduction alternatives • Overall engine noise levels of SI automotive engines is significantly lower than gasified diesels

Summary (Continued) • No fuel consumption penalty vs. most competitors at comparable power levels • Potential for reduced fuel consumption depending on power management strategy • No heat rejection penalty vs. most competitors at comparable power levels • Serviceability advantage – easy access to fuel system, starter/ECU • MPFI gasoline fuel injection (Petrol models) has cold start advantages over throttle body injected gasified diesels • Hi tech ignition system (58X Crank / 1X Cam / Coil at Plug) optimizes engine operation for performance, and start ability. Enables sequential fuel injection (reduced emissions) on petrol / gasoline. • Inlet side thermostat provides faster warm-up and enhanced engine durability due to reduced thermal cycling. • Using EControl fuel system – same proven systems currently in use by other Customers. • Full support of PSI team – design, development, software, calibration, service, field support.

Performance – Heat Rejection • Based on engine architecture, BSHR (Brake Specific Heat Rejection) of the Mitsubishi family will be comparable to the most competitors. Heat rejection will be about equal for equal power levels utilized. • Mitsubishi engine uses an inlet side thermostat and can run the engine slightly hotter. This is good for engine efficiency and can also enable slight improvements in cooling system efficiency (radiator can reject more heat). • Coolant sensor is located at water outlet (hottest point in engine). EControls has mapped out the coolant profiles to account for this.

Water outlet w/coolant sensor

Mitsubishi Cooling Circuit* - Closed Thermostat * Note: Diagram does not reflect actual engine geometry Air Bleed (to rad hi point)

R a d

Cylinder Head

i a

Engine Block

t o Uses blocking bypass stat

r Oil Pan

3mm Orifice

“Jiggle Pin” (1 way bleed)

Mitsubishi Cooling Circuit* - OPEN Thermostat * Note: Diagram does not reflect actual engine geometry Air Bleed (to rad hi point)

R a d

Cylinder Head

i a

Engine Block

t o Uses blocking bypass stat

r Oil Pan

3 mm Orifice

“Jiggle Pin” (1 way bleed)

Thermostat operation

Mitsubishi STO = 82C

“STO” – Start to Open

FO = 95C

“FO” – Fully Open

The regulated coolant temp for the engine will vary between the 82C and 95C range. This is normal and is correct. When the coolant temp goes above 95C that means the cooling system can no longer regulate the temperature and there is an issue.

Balance Shaft Operation

Balance shaft • Drastically reduces 2nd order imbalance – primarily vibration levels that are transmitted thru the truck (via mounts, etc.). Vibration is also a source of noise – can help reduce noise levels (isolation dependent) • Perceived engine quality – no shakes/vibrations – is noticeable. Potential FLT c savings due to less need for “hi end” isolation techniques • Adds mass to engine

PSI / Mitsubishi L4 Feature Benefits

Feature

Benefit

Larger displacement – 2 options available 2.0L and 2.4L

More torque/power available – ability to operate at lower speeds and power manage for improved fuel efficiency

Balance Shaft

Eliminates 2nd order vibrations at all speeds – reduced noise and vibration

Premium valve seat inserts

Valve train durability on gaseous fuels enabling 10,000+ hour B10 life

Hydraulic lash adjusters

Service free valve train for life of engine (no service adjustment required as on mechanical lash system)

Premium camshaft and balance shaft belts

Extends service interval to 5000 hours. Quieter than gear or chain driven components

58X Crank / 1X Camshaft position sensing for ignition system

Enhanced spark control for improved performance & emissions. On gasoline, facilitates sequential fuel injection for improved start ability.

Coil at Plug Ignition

No waste spark - reduced propensity for backfire

Inlet side thermostat

Enhanced durability due to reduced thermal cycling after cold start

Proven PSI/EControls fuel system

Known hardware experience at Tennant and Tennant customers

Common vehicle interface connector

No impact to current Tennant interface

PSI Support

PSI services include MOR, calibration and software support, field support – ability to quickly respond to Tennant needs

Crank and Cam Sensor Crank Signal (CKP) Notes • - PSI uses a VR sensor (aka Mag PU). Signal is symmetric about 0 VDC with amplitude increasing with speed (minimum required Vp-p=1.00V during cranking, maximum Vp-p=200V) • - Mag PU uses the 0 VDC cross of the positive/negative signal which corresponds to the falling edge of the tooth • - For Mag PU, the presence of metal will cause a positive voltage amplitude and the absence of metal will cause a negative voltage amplitude • - For processed signal - there are 58 falling edges (spaced 6 degrees apart) - 2 missing edges (#59 and #60) • - For PSI/ECI, the falling edge of tooth number 2 is referenced as the Sync Edge • - TDC #1 cylinder is the falling edge of the 11th tooth, past the sync tooth (i.e. - falling edge of tooth #13) CAM Signal (CMP) Notes • - PSI uses a Hall Effect sensor for cam. Allows use of the Hall Effect (mag PU) as a single pulse/trigger. • - Signal is 0-5VDC - can be either a single pulse trigger or a 360 crank angle degree. Current PSI design is "half-moon type" = 360 CAD • - Rising edge at TDC #1 compression - this is the signal to sync engine. • - For the Bosch sensor P/N 0232103060 we may be using, the signal logic is such that output is low with tooth in front of sensor. Thus, if we want hi signal, then slot is in front of sensor.

Crank Position Sensor

TDC #1 11 teeth past sync tooth Crank Sensor

sync tooth is 2nd tooth past -2

Cam Fault Codes (DTC’s) •

•

DTC 337 -The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems. The ECM must see a valid Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this fault will set.

•

DTC 341 -The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid cam resync. MIL light will become active and Adaptive Learn will be disabled.

•

DTC 342 -The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is greater than 100 rpm. The engine may not run with this fault present.

•

DTC 11 - The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus making the cylinder identification available to the ECM. The camshaft position sensor is a 3 wire Hall Effect sensor. One wire for current feed (5v), one for ground (CAM -), and one for the output signal (CAM +). The sensor must have a good 5v reference and ground to operate properly. The CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP display software. This code will set when these two values are more than 30 CAD BTDC apart and the RPM is greater than 500.

•

CAM Position is not adjustable in this engine. The sensor is located on front of the timing cover (top portion) and reads a reluctor wheel off the camshaft.

Hall Effect Sensor

ECU 2.4L Mitsubishi Coil at Plug

ECU

TIMING BELT REMOVE AL AND INSTALLATION

1. Remove bolts from the Fan Pulley and the Crank Shaft Pulley

3. Remove Lower Cover

2. Remove Pulleys. No puller required

4. Remove Cam Shaft Wheel Cover

4

1

2

1

2 3

3 5. Remove Adjuster and Adjuster Wheels

4 6. Align all Timing marks for Re-Assembly

7. Install Timing Belt “B”

8.Install Tensioner on Engine

9. Install Timing Belt “A”

Timing Marks Make sure all Timing Marks are aligned correctly before installing the front cover.

Valve Seat Improvement

38

PSI Basic Engine Upgrade – PSI exclusive VSI • PSI Provided Valve Seat Inserts (VSI) – Intake and Exhaust for LPG engines - Premium materials to provide extremely long life on gaseous fuels (B10 =10,000+ hr life on LPG*) - Hydraulic lash adjusters on the 2.4L version - Results in no valve train adjustments required for life of engine

Intake VSI

Exhaust VSI

Production ID marks (PSI seat identifier – 4X)

39

LP Fuel System

• LPG Fuel Tank Supply • • • • •

Fuel Filter Electric Lock Off Valve Duel Stage Regulator (DSR) Direct Electronic Pressure Regulator (DEPR) Regulator Air /Fuel Mixer

• Electronic Throttle Body (ETB)

FRESH AIR LIQUID LPG FUEL HIGH PRESSURE LPG LOW PRESSURE FUEL FUEL FILTER

LPG AIR FUEL MIXTURE

MANUAL VALVE

LPG TANK

INSTRUMENT PANEL

ENGINE COOLANT EXHAUST GASES GASOLINE SUCTION

SELECT SW ITCH

ELECTRIC LOCK OFF

GASOLINE PRESSURE GASOLINE REGULATED

GASOLINE TANK

EPR

FUEL FILTER

Duel Fuel

FPP

DUAL STAGE REGULATOR

CAN ECI ECM

AIR FILTRATION SYSTEM

MIXER

ELECTRIC FUEL PUMP

TPS 1&2 RETURNLESS FUEL PRESSURE REGULATOR

ETB TMAP

+ BATTERY

INTAKE MANIFOLD

GASOLINE FUEL RAIL

IGNITION COIL PACK ECT OIL CCK CPK KNK

ALTERNATOR STARTER EXHAUST MANIFOLD HEGO

CATALYST

HEGO

ECI00003 REV A

41

AIR FILTER

Duel Fuel System

LOW PRESSURE LOCK-OFF VALVE

EPR

THROTTLE

MIXER/CARBURATOR VAPORIZER

PROPANE TANK

COMBUSTION EMISSIONS •The modern SI engine uses an Engine Control Module (ECM) and its assortment of inputs and outputs to keep the Air/Fuel Ratio at or near Stoichiometry

Fuel Pressure & Temperature Manifold

•Although Fuel Pressure can be tested at the test port on the fuel rail, some newer models lack this fitting and can be checked using the E-Controls software.

Fuel Pressure & Temperature Manifold

•E-Controls calculates the fuel pressure by reading the voltage drop returning to pin 54 at the ECM, labelled (FRP)

2.3vdc

•By placing the leads of a DVOM at the WHT/LT GRN wire (TERMINAL D) and the BLK/LT GRN wire (TERMINAL A), the voltage from the Fuel Pressure/Temperature Manifold can be measured directly

The allowable resistance on the injectors is 12.0 ± 0.6 ohms

NOTE. that these are “split stream” injectors (2 intake valves are targeted) – note the spray angle separation (angle between the 2 streams) as well as the cone angle 47

POWER SOLUTIONS INTERNATIONAL

The Injector Angle can be seen on the above view as the fuel is supplied in a split stream from the Injector

FRESH AIR LIQUID LPG FUEL HIGH PRESSURE LPG LOW PRESSURE FUEL FUEL FILTER

LPG AIR FUEL MIXTURE

MANUAL VALVE

LPG TANK

INSTRUMENT PANEL

ENGINE COOLANT EXHAUST GASES GASOLINE SUCTION

SELECT SW ITCH

ELECTRIC LOCK OFF

GASOLINE PRESSURE GASOLINE REGULATED

GASOLINE TANK

FPP

DUAL STAGE REGULATOR

EPR

FUEL FILTER

CAN ECI ECM

AIR FILTRATION SYSTEM

MIXER

ELECTRIC FUEL PUMP

TPS 1&2 RETURNLESS FUEL PRESSURE REGULATOR

ETB TMAP

+ BATTERY

INTAKE MANIFOLD

GASOLINE FUEL RAIL

IGNITION COIL PACK ECT OIL CCK CPK KNK

ALTERNATOR STARTER EXHAUST MANIFOLD HEGO

CATALYST

HEGO

ECI00003 REV A

Liquid Propane Vapour

LPG Tank and Filter

1. Liquid Output 2. Quick Fill Valve 3. Safety Valve 4. 80% Fill Valve 5. Gauge 6. Vapor Pickup Tube 7. 80% Fill Valve Tube 8. Gauge Float 9. Liquid Pickup Tube

Lock Off Valve • • • •

Supplied power from Vsw through a LPG switch at the dash Grounded by ECM through a LSD at pin 77 Pilot opens allowing pressure to outlet side through pilot hole Pressure begins to equalize and main valve opens

Pilot

120psi -180 psi steady on both sides of LPL

Coolant in/out

Primary Pressure 2 - 4 psi

LPG Fuel System Differential Pressure of main fuel line and internal balance passage should be equal

Secondary Pressure 3.5kPa (14.05 inches H2O)

DSR (Dual Stage Regulator) Regulator performs 2

functions:

Vaporizes liquid fuel Regulates fuel pressure  Only

maintenance is periodic draining

Refer to maintenance schedule

Fuel Inlet Coolant

Primary

Secondary

Fuel Outlet

54

Secondary Stage Fuel from the primary chamber enters the secondary chamber at the secondary seat. The secondary diaphragm is connected to the secondary seat lever on the front side The secondary diaphragm rests against a spring on the back side Fuel enters the secondary chamber and flows through the secondary chamber on to the DEPR. With the DEPR open the fuel passes through and stops at the Ventury valve of the Mixer and The pressure builds in this circuit until the pressure acts on the secondary diaphragm and pushes it against the spring The spring allows the diaphragm to move causing the secondary lever to move which closes and opens the seat These opposing forces of fuel pressure and spring pressure acting on the secondary diaphragm and lever/seat control the pressure in the secondary chamber The fuel outlet port is in the secondary chamber and fuel flows out of this port to the DEPR and continues on to the Mixer Ventury Valve where it stops. Secondary Stage

3.8 ±2.5 kPa ( 15.25 ±10 inches H20) 0•5psi

Primary Stage

18 ±10 kPa (2.6 ±1.45PSI)

Maintenance on DSR CHECKING/DRAINING OIL BUILD-UP IN THE VAPORIZER REGULATOR During the course of normal operation for LPG engines oil or “heavy ends” may build inside the secondary chamber of the Vaporizer Regulator. These oil and heavy ends may be a result of poor fuel quality, contamination of the fuel, or regional variation of the fuel make up. A significant build-up of oil can affect the performance of the secondary diaphragm response. The Recommended Maintenance Schedule found in this section recommends that the oil be drained periodically. This is the minimum requirement to maintain the emission warranty. More frequent draining of the Vaporizer Regulator is recommended where sub-standard fuel may be a problem. NGE recommends the Vaporizer Regulator be drained at every engine oil change if contaminated or sub-standard fuel is suspected or known to be have been used or in use with the emission complaint fuel system. This is known as special maintenance, and failure to follow this recommendation may be used to deny a warranty claim. IMPORTANT: Draining the regulator when the engine is warm will help the oils to flow freely from the regulator. To drain the regulator, follow the steps below: 1. Move the equipment to a well ventilated area and ensure no external ignition sources are present. 2. Start the engine. 3. With the engine running close the manual valve. 4. When the engine runs out of fuel turn OFF the key when the engine stops and disconnect the negative battery cable. IMPORTANT: A small amount of fuel may still be present in the fuel line, use gloves to prevent burns, wear proper eye protection. If liquid fuels continues to flow from the connections when loosened check to make sure the manual valve is fully closed. 5. Loosen the hose clamp at the inlet and outlet hoses and remove the hoses. 6. Remove the regulator mounting bolts. 7. Place a small receptacle in the engine compartment. 8. Rotate the regulator to 90° so that the outlet fitting is pointing down into the receptacle and drain the regulator. 9. Inspect the secondary chamber for any large dried particles and remove. 10. Remove the receptacle and reinstall the regulator retaining bolts and tighten to specifications. 11. Reinstall the fuel hoses. 12. Reconnect any other hoses removed during this procedure. 13. Slowly open the manual service valve. IMPORTANT: The fuel cylinder manual valve contains an “Excess Flow Check Valve” open the manual valve slowly to prevent activating the “Excess Flow Check Valve.” 14. Check for leaks at the inlet and outlet

DEPR (Direct Electronic Pressure Regulator)  Stand-alone module  Controlled via CAN messages

from ECM  Contains: Control Module  Pressure sensor  Temperature sensor  Fast acting solenoid valve 

The Left Hand hole Serves no function However it is connected to the Hole next to it and exits in the Throat of the DEPR. It is sensing the fuel delivery pressure into the Mixer. (Gaseous Pressure Actual) The Hole on the Right is measuring the Mixer Air pressure. Both the Right and the Middle Holes are Connected to the deltaP Sensor on the PCB assembly The Hole on the Right is connected through a One Way Check to the Middle Hole. (See inset for Direction of flow).

Temperature Probe

Check Valve

• All mechanical unit – No electrical/electronic controls

•As throttle opens, the engine's pistons pull down against the inside top of the mixer assembly •This pull creates a negative pressure that lifts the mixer diaphragm up, exposing the throat of the mixer to the incoming fuel

•This negative pressure draws the fuel from the fuel inlet into the engine

59

FPP

Electronic Throttle Body TPS 1

Internal TPS

TPS 2

RPM

MAP

ECT

AIR TEMP

O-2

CKP

CMP

Throttle Position Sensor- (TPS) The Throttle Position Sensor is connected to the throttle shaft. Movement of the shaft causes the throttle shaft to rotate (opening or closing the throttle blades). The sensor tracks the shaft movement and position (closed throttle, wide open throttle, or any position in between), and transmits an electrical signal to the electronic control module. The electronic control module monitors the (throttle position) to aid in determining the fuel requirement for the particular situation (idle, acceleration, etc.) The drive by wire system utilizes 2 Throttle Position Sensors located within the electronic throttle. The TPS is a variable resistor. TPS1 will read low voltage when closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS is not serviceable or replaceable. In the event of a TPS failure, the electronic throttle must be replaced. 60

I/O- Sensors FPP

TPS 1

TPS 2

RPM

MAP

ECT

AIR TEMP

O-2

CKP

CMP

Crank Position Sensor (CKP) PSI uses a VR sensor (aka Mag PU). Signal is symmetric about 0 VDC with amplitude increasing with speed The CKP (Crankshaft Position Sensor) is a magnetic transducer mounted on the Top of the Flywheel Housing above the pulse wheel located on the Flywheel. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft position sensor is used to measure engine RPM and its signal is used to synchronize the ignition system.

POWER SOLUTIONS INTERNATIONAL

sync tooth is 2nd tooth past -2

I

0

I

0

311412011

Crank Sensor Sync Tooth, 2nd tooth after -2

Sync Tooth,2nd tooth after -2

TDC #1(Compression)

Sync Tooth,2nd tooth after -2

TDC #4 (Compression)

TDC#l

11 teeth or approx 68 degrees

+

+-

+

+-

+-

720 Degree Crank Rotation

+

+-

+

+-

Cam Sensor

Cam Sensor mounted to Timing cover

Inside Timing Cover the Cam Pick up Plate (Called Half Moon Plate) is mounted to the Cam Gear, Timing Marks are lined up.

Hall Effect Sensor

CAM Signal (CMP) - PSI uses a Hall Effect sensor for cam for a single pulse/trigger. - Signal is 0-5VDC - can be either a single pulse trigger or a 360 crank angle degree. Current PSI design is "half-moon type" = 360 CAD - Rising edge at TDC #1 compression - this is the signal to sync engine - For the Bosch sensor P/N 0232103060 we may be using, the signal logic is such that output is low with tooth in front of sensor. Thus, if we want hi signal, then slot is in front of sensor

FPP

TMAP SENSOR TPS 1

TPS 2

RPM

MAP

ECT

AIR TEMP

The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the intake manifold of the engine. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine.

Manifold Absolute Pressure (MAP) Sensor The Manifold Absolute Pressure Sensor monitors the changes in intake manifold vacuum which result from engine load variations. These pressure changes are relayed to the electronic control unit in the form of electrical signals. The sensor also indicates the changes in atmospheric pressure due to changes in altitude.

O-2

Inlet Air Temperature Sensor (IAT) CKP

CMP

The Air Temperature Sensor is variable temperature sensitive resistor. The IAT sensor monitors the manifold air temperature which is a factor in air density measurement. The engine air/fuel ratio is maintained constant even though the engine air density varies.

Temperature Manifold Absolute Pressure (TMAP) sensor • This portion of the TMAP uses a Piezo-resistive crystal that changes its resistance to current flow with a change in pressure applied to the sensing diaphragm. • The ECM provides a 5 volt reference to terminal #3 on the TMAP, while the applied pressure moves the “arrow” along the resistor causing a change in current flow back through the signal wire to ECM terminal #33.

MAP Sensor Pressure/Voltage Relationship 6

Output Voltage (V) yy

5

4

3

2

1

0 0

5

10

Pressure (psi)

15

20

25

30

Temperature Manifold Absolute Pressure (TMAP) sensor – IAT PORTION

TMAP Thermistor Temperature/Resistance Relationship 245

•This portion of the TMAP uses a Negative Temperature Coefficient (NTC) Thermistor. •The ECM provides a 5 volt internal reference to terminal #2 on the TMAP. •This is a voltage divider circuit

Temperature (deg. F.) yy

195

145

95

45

-5 30,000

10,000

5,000

1,000

Resistance (ohms)

500

100

FPP

TPS 1

Engine Coolant Temperature-(ECT) The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant. It is used for the engine airflow calculation, gasoline cold enrichment, spark advance and to enable other temperature dependent features.

TPS 2

Temp (deg F)

RPM

MAP

Ohms

242.4

101

231.9

131

211.6

175

201.4

209

181.9

302

163.1

434

144.9

625

127.4

901

102.4

1,556

78.9

2,689

49.9

5,576

23.5

11,562

-5.7

28,770

-21.2

49,715

-30.8

71,589

-40.0

99,301

ECT Thermistor Temperature/Resistance Relationship

ECT AIR 245

TEMP

O-2

CKP

CMP

Temperature (deg. F.) yy

195

145

95

45

-5 30,000

10,000

5,000

1,000

Resistance (ohms)

500

100

I/O- Sensors FPP

TPS 1

TPS 2

RPM

MAP

ECT

AIR TEMP

O-2

CKP

CMP

The HEGO or HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The sensor generates voltage in the absence of oxygen, when the sensor reaches an operating temperature of above 315 C. The output voltage is zero to approximately one volt. The ECM uses this voltage information to correct the air fuel mixture. The Spectrum system uses a 4 wire sensor that includes a built in 12 volt heating element. This allows the sensor to operate independently of the exhaust gas temperature.

Post-Cat O2 Sensor • • • •

Bosch LSF4 Post-cat used mainly for catalyst checking Post cat O2 failure cannot cause an engine running problem Only 1 DTC: EGO 2 Open/Lazy

Sensor Location

Temperature Mass Air Pressure (TMAP)

Engine Oil Pressure

Crank Sensor (CKP)

Engine Coolant Temperature (ECT)

LPG Fuel Systems Operation The initial State: The Ignition is off and the Lock Off Valve is without Power. In this state the Lock Off Valve is Closed and no fuel is being transferred to the Fuel System.

72

LPG Fuel Systems Operation The Ignition on only: The Ignition is on and the Lock Off Valve has 12Volts Power. In this state the Lock Off Valve is Closed and no fuel is being transferred to the Fuel System. The lock off valve will not open until the ECM sees Engine RPM at that time Current will be supplied to the solenoid.

73

LPG Fuel Systems Operation Ignition On and Cranking: With the Engine cranking the Lock Off valve Opens as the ECM sees 50 rpm and supplies 700 MA to the Solenoid, fuel floods into the primary Chamber. Because the Secondary chamber Diaphragm is being pushed down by the Spring the Secondary valve is also open. This allows the fuel to go through the secondary chamber and on to the DEPR valve which is in the opened position. The fuel then goes on through to the Mixer where it stops at the Mixer Ventury Valve. The Diaphragm in the Mixer is being pushed down by the spring on the Top. Closing the Ventury Valve. This will be momentary as the Engine builds vacuum in the Mixer Ventury.

74

LPG Fuel Systems Operation Ignition On and Engine cranking: As the Pressure backs up until the Secondary Chamber pressure reaches 3.8 ±2.5 kPa (.5 psi) ( 15.25 ±10 inches H20) at that point the Secondary Valve closes and shuts the fuel off from the Primary Chamber. The pressure in the Primary chamber increases until the Primary Valve closes around the 2.6 ± 1.45 psi.

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LPG Fuel Systems Operation Ignition on and Engine Cranking: The DEPR is partially open and responds to AVV to keep fuel flowing and allowing fuel to enter into the mixer ventury. At this moment the Secondary diaphragm starts to move down and allowing the secondary valve to lift until the desired fuel pressure is delivered to the Mixer. The fuel delivery is being controlled by the Cold Start Program and Throttle at this point. The Engine is Cranking.

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LPG Fuel Systems Operation Engine Running: The Secondary Chamber Diaphragm (DSR Actuator) assisted by the Spring pushes down on the secondary lever in response to the building Vacuum, Lifting the Secondary Valve Seat, Fuel begins flowing through the DEPR and then into the Mixer. Fuel temperature and Pressure are monitored by the DEPR and adjustments to A/F mixture are mapped by the ECM. The Air Fuel Mixture is raw in the beginning until the Engine Temperature starts to increase to 90~100°F the point where the system open Loop goes to Closed Loop + Active at this point the Fuel Trim is relying on the ECM to collect Data and adjust A/F in the Short Term. To achieve stoichiometry (14.7:1) the System needs to go to Closed Loop + Adaptive which it does when the Engine Coolant Temperature reaches Thermostat open condition, at this point the ECM is storing Data into the Long Term Memory for Future running. .

Non Certified Difference • No Catalytic Converter required. • No Post Catalyst Oxygen Sensor Required • Calibration difference for none Certified Engine.

Set up and operating the GCP Display/Plotter

Engine Control Module (ECM) 90 Pin & Sensors

Troubleshooting Using the GCP Display and Plotter

Over Fuelling up to 35% (Rich)

Under Fuelling to 35% (Lean)

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GCP Display - Gauge Page     

GCP Display - Raw Volts Page

GCP Display - Service 1 Page

GCP Display - Service 2 Page

GCP Display - Faults Page

System Tests LPG Tests 1. Spark Kill (Coil on Plug). 2. Crank/Cam Data Log. 3. Distributor Alignment. 4. DBW Test. 5. Compression Test. 6. Closed-Loop Test.

Petrol/Gasoline 1. Spark Kill 5. Compression Test 7. Injector Kill

GCP Display - Test Page (Top)

GCP Display - Test Page (Bottom)

Loss of Spark #4 (Pre & Post Cat Shown)

Loss of Fuel Injector Kill #3 (Pre & Post Cat Shown)

Performing a Power- Balance Test

Normal O2 Switching with a Cat

Visual Inspection Intermittent problems are the most difficult to resolve. Before starting the diagnostic procedures for intermittent DTC follow these preliminary checks: • ECM ground connections must be clean, tight, and in their proper location. • Vacuum hoses for splits, kinks and proper connections. • Air leaks at the throttle body, throttle control unit and intake manifold sealing surfaces. • Ignition wires for cracking, hardness, proper routing and carbon tracking. • Wiring for proper connections, pinches, cuts. • Sensor connectors for damage, corrosion and contamination.

Recorded Faults will be shown at the bottom of the Faults Pages

Example of the Diagnostic Trouble Code (DTC) cart

What if you don’t have a CAN tool or Laptop with you?

Blink Code Function