16.01 Theory Module INPUTS

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1 16.01 Theory Module INPUTS Crankshaft position sensor Camshaft position sensor Knock sensor (some engine types) Barometric pressure sensor Intake air temperature sensor Engine coolant temperature sensor Throttle position sensor Closed throttle position switch Spark plug 1 Power transistor Ignition coil Spark plug 4 Power transistor Ignition coil Spark plug 3 Engine control module (ECM) Spark plug 2 After completing this module, you will be able to apply your knowledge of ignition system operation, to diagnose ignition related performance problems more efficiently.

2 SAFETY IS YOUR RESPONSIBILITY This technical training module is for use by professional Mitsubishi Motors dealership service technicians. The descriptions and procedures in this publication supplement existing service manuals, technical service bulletins and other documents provided by Mitsubishi Motor Sales of America, Inc. (MMSA). As a result, the use of these sources may be required to ensure a proper repair. Within this module you will find Notes, Cautions and Warnings. These references provide guidance to help you do your job efficiently and safely. The definition for these terms are listed below. NOTE The purpose of a Note is to help you do your job more efficiently. A Note may also provide additional information to help clarify a particular point or procedure. CAUTION A Caution alerts you to the possibility of damage to either tools, equipment, or to the vehicle itself. A Caution recommends a procedure must be done in a certain way to avoid potential problems resulting from improper technique or method. WARNING A Warning alerts you to the highest level of risk. Warnings inform you a procedure must be done in a particular way to minimize the chances of an accident that could result in personal injury or even loss of life. When you see a Note, Caution or Warning, be sure you understand the message before you attempt to perform any part of a service procedure. Also keep in mind it is impossible for MMSA to anticipate or evaluate every service situation a technician may encounter. For that reason, you have the final responsibility for personal safety - yours and those working around you. Be sure to always wear proper protective clothing and safety equipment, use the proper tools and follow the repair procedures as outlined in various service publications provided by MMSA. No part of this publication may be reproduced, stored electronically, or transmitted in any form or by any means without prior written approval from Mitsubishi Motor Sales of America, Inc. MMSA reserves the right to make changes in the descriptions, specifications or procedures without prior notice or obligation. Copyright 1999 Mitsubishi Motor Sales of America, Inc. Corporate Technical Training Department

3 FINISH TO FINISH MODULE GOAL OBJECTIVES Apply knowledge of ignition system operation to diagnose ignition related performance problems more efficiently. Explain the operation of distributor and distributorless ignition systems. Identify and explain the function of each component in both types of ignition systems. Identify possible component failures and how those failures affect ignition system performance. Explain the process of fault isolation within a circuit for each ignition system component. Identify the types of ignition system failures that can set diagnostic trouble codes. DIRECTIONS Review this material as needed. When you are ready, complete the Knowledge Check at the end of this module. Your performance in completing this module may be evaluated for course credit. WHAT YOU WILL NEED TIME TO COMPLETE Diagnosing Engine Management Systems #65 Video for self study (Optional) About 1 hour, 15 minutes Theory Module Mitsubishi Motor Sales of America

4 Module Signposts ÎÎÎÎÎ ÎÎÎÎÎ Reference ÎÎÎÎÎ ÎÎÎÎÎ Refer to the appropriate service manuals, technical service bulletins or other related material. Video Refer to the related video material for more information. Activity Perform the following activity and answer the related questions. Feedback Complete the Knowledge Check to verify your understanding of the material. Theory Module Mitsubishi Motor Sales of America

5 OVERVIEW The ignition system is used to produce a spark at the proper time to begin combustion of the air fuel mixture in the combustion chamber. Mitsubishi Motors vehicles use both distributor type and distributorless ignition systems. Distributor Type Ignition System INPUTS Crankshaft position sensor Knock sensor (some engine types) Baro sensor Intake air temperature sensor Engine coolant temperature sensor Throttle position sensor Closed throttle position switch (some models) Spark plugs 1 Power transistor Ignition coil Distributor Engine control module (ECM) The ECM uses several sensor inputs to determine the proper time to produce a spark. When the ECM determines that an ignition spark is needed, it controls a power transistor to interrupt current flow through the ignition coil primary winding. As a result, high voltage is generated in the ignition coil secondary winding that is routed to a mechanical distributor. The distributor rotates according to a link with the engine mechanical system. The distributor routes the high voltage to the correct spark plug (electrode gap). A spark jumps the gap to ignite the air fuel mixture. The ECM controls the power transistor to energize the ignition coil primary winding to prepare for the next spark. Theory Module Mitsubishi Motor Sales of America

6 Distributorless Ignition System INPUTS Crankshaft position sensor Camshaft position sensor Knock sensor (some engine types) Barometric pressure sensor Intake air temperature sensor Engine coolant temperature sensor Throttle position sensor Closed throttle position switch (some models) Spark plug 1 Power transistor Ignition coil Spark plug 4 Power transistor Ignition coil Spark plug 3 Engine control module (ECM) Spark plug A distributorless ignition uses the same sensor inputs as a distributor type ignition system. In addition, since the ECM has more than one power transistor and ignition coil to control, the camshaft position sensor input is critical to proper operation of a distributorless ignition system. The camshaft position sensor is only used to control fuel injection operation on engines with a distributor type ignition. One ignition coil and power transistor is used for each pair of spark plugs. Each spark plug fires twice per combustion cycle, once on the compression stroke and once on the exhaust stroke. Since the exhaust stroke spark has no direct effect on combustion, it is commonly referred to as a waste spark. A distributorless ignition system is typically more reliable, since there are no moving parts on the output side of the system. Also, the work of generating sufficient voltage to create a spark is divided up between multiple coils. Each coil has more time to build a magnetic field between ignition sparks. Theory Module Mitsubishi Motor Sales of America

7 FUNCTION The function of the ignition system is to effectively produce and control ignition spark to maximize combustion efficiency during various engine operating conditions. These operating conditions include: Engine speed Engine load Engine temperature Air temperature Altitude Throttle transitions Engine knock The driver of the vehicle has limited input to the ignition system. As the accelerator is depressed, a throttle position sensor circuit generates an input signal to the ECM. This input is used by the ECM (in addition to others) to determine ignition timing. Theory Module Mitsubishi Motor Sales of America

8 SYSTEM SYSTEM OPERATION Distributor Type Ignition Ignition switch (IG1) MFI Relay Ignition coil Crankshaft position sensor Camshaft position sensor Secondary winding Primary winding Power transistor Distributor Spark plugs Engine control module (ECM) The Engine Control Module (ECM) uses signals generated by the crankshaft position sensor to determine the proper time to generate an ignition spark. The ECM uses inputs from other sensors that monitor ambient conditions and the driver s demand for power to fine tune ignition timing for the most efficient combustion. To prepare for a spark, the ECM controls a power transistor to start current flow through the ignition coil primary winding. A magnetic field builds in the winding. When the ECM decides to generate a spark, the power transistor is controlled to interrupt current flow through the primary winding. The magnetic field collapses, generating a high voltage in the secondary winding. The high voltage is routed through a mechanical distributor to the correct spark plug. Theory Module Mitsubishi Motor Sales of America

9 Distributorless Ignition MFI Relay Ignition switch (IG1) Camshaft position sensor Crankshaft position sensor Ignition coil assembly Hall effect switch Hall effect switch Engine control module (ECM) Power transistor assembly A distributorless ignition system uses either two or three ignition coils, depending on the number of engine cylinders. Each ignition coil is controlled by a dedicated power transistor (combined in one assembly). The input side of a distributorless system operates the same as a distributor type system, except that the camshaft position sensor input is critical for proper operation. The ECM uses this input to determine which ignition coil to control at a given moment. A distributorless ignition coil secondary winding has a spark plug lead connected to each end. Therefore, spark plugs always operate in pairs. As a result, this type of ignition coil generates 2 sparks per combustion cycle for each cylinder. One spark (the power spark) is used to begin combustion and the other is a waste spark that occurs during the exhaust stroke. This spark doesn t directly affect combustion, but results from keeping ignition system design as simple as possible. Theory Module Mitsubishi Motor Sales of America

10 COMPONENT OPERATION ECM Inputs The inputs to the ECM are similar for distributor and distributorless ignition systems. The two primary inputs used by the ECM are the crankshaft position sensor (CKP) and the camshaft position sensor (CMP) signals. Crankshaft Position Sensor (CKP) Function Provides ECM with crankshaft position information for control of ignition timing (and fuel delivery) Types of sensors Hall effect Light emitting/photo diodes The crankshaft position sensor senses the crank angle (piston position of each cylinder) and converts the position to a pulse signal. The ECM uses this information (along with other inputs) to determine the proper time to generate a spark (and deliver fuel). Mitsubishi uses two different types of crankshaft position sensors: Hall effect switches or light emitting/photo diodes. Hall Effect CKP Distributor mounted Crankshaft mounted Crankshaft position sensor Crankshaft position sensor The Hall effect type CKP is used in two different applications. One style is mounted at the crankshaft and the other is mounted in a distributor, depending on ignition system design. Theory Module Mitsubishi Motor Sales of America

11 Theory of Operation + Voltage Magnetic field Supply current Supply current Magnetic field Voltage Hall switch Hall effect is a term used to describe what happens when a magnetic field is applied 90 degrees to a current flowing through a conductor. When this occurs, a usable voltage signal is created as shown in the illustration. This voltage is called the Hall voltage. The Hall voltage can be used to control a transistor. A transistor is typically used to ground and unground a reference voltage to generate a signal with a frequency that varies according to the quantity being measured. Theory Module Mitsubishi Motor Sales of America

12 Mechanical Operation Magnetic flux shield plate for crank angle sensor Vane Magnet Hall switch Magnetic flux shield plate CKP CKP Magnetic flux shield plate Crankshaft Crankshaft sprocket The Hall effect crankshaft position sensor converts mechanical rotation of the crankshaft to an electrical signal by using a magnetic field. The sensor contains a magnet and a Hall switch, separated by a magnetic flux shield plate that rotates with the crankshaft. The shield plate has windows at specific locations. When a window passes between the magnet and Hall switch, the magnetic field acts on the Hall switch, generating a Hall voltage. When the shield plate vane separates the magnet and Hall switch, the magnetic field is blocked and the Hall switch does not generate a voltage. Theory Module Mitsubishi Motor Sales of America

13 Electrical Operation Magnetic Field Present Crankshaft position sensor MFI Relay Hall Voltage Hall effect switch Sensor power On Signal lead Ground 0V Engine control module (ECM) V Crankshaft position sensor signal 0V T The Hall effect CKP has three wires: a 12 volt power supply for operation of the Hall switch, a signal lead that controls a 5 volt reference from the ECM, and a ground. When a magnetic field acts on the Hall switch, a Hall voltage is generated. The Hall voltage is amplified and used to control a transistor in the CKP sensor. When the transistor is turned on due to the presence of the Hall voltage, the 5 volt reference voltage from the ECM is grounded, resulting in 0 volts detected by the ECM. Theory Module Mitsubishi Motor Sales of America

14 Magnetic Field Blocked. Crankshaft position sensor MFI Relay Sensor power Hall effect switch No hall voltage Off Signal lead Ground V Nearly Crankshaft position sensor signal Engine control module (ECM) 0V T When the magnetic field is blocked by the magnetic flux shield plate, there is no Hall voltage. The transistor in the CKP sensor turns off and the 5 volt reference voltage from the ECM is ungrounded, resulting in nearly 5 volts detected by the ECM. Signal Frequency Changes With RPM Since the magnetic flux shield plate rotates with the crankshaft, the rate that the shield plate windows pass through the CKP sensor changes with RPM. As a result, the CKP sensor grounds and ungrounds the 5 volt reference from the ECM at a frequency that varies with RPM. The pulsed signal frequency is a measure of crankshaft rpm. Late model vehicles with On Board Diagnostics II (OBD II), use a crankshaft mounted Hall type sensor to support misfire detection. Theory Module Mitsubishi Motor Sales of America

15 Light Emitting/Photo Diode CKP Distributor The light emitting/photo diode crankshaft position sensor is used with most distributor type ignition systems. The sensor is mounted in the distributor or is driven by the camshaft and includes a camshaft position sensor in one assembly. Photo Diode Theory of Operation + Light from LED Current flow A photo diode allows reverse current to flow through it when enough light is present, and operates as a normal diode with no light present. Theory Module Mitsubishi Motor Sales of America

16 Mechanical Operation Light emitting diodes Crankshaft position sensor window Photo diodes Shield plate The light emitting/photo diode crankshaft position sensor (CKP) converts the rotation of the camshaft or distributor to an electrical signal using light. The sensor consists of a light emitting diode (LED), a photo diode, and a shield plate. The light emitting diode and the photo diode are aligned facing each other on opposite sides of the shield plate. The shield plate rotates with the distributor or camshaft. When a window passes between an LED and a photo diode, the light from the LED activates the photo diode, allowing current to flow through the photo diode. When the shield plate blocks the light from the LED, the photo diode does not allow current to flow. Theory Module Mitsubishi Motor Sales of America

17 Electrical Operation Light is Present Distributor MFI Relay Light from LED received through window in shield plate Crankshaft Position Sensor LED Signal lead Ground Engine control module (ECM) V Crankshaft position sensor signal 0V T The light emitting/photo diode CKP has three wires: a 12 volt supply for the LEDS, a signal lead that controls a 5 volt reference from the ECM, and a ground. As the shield plate rotates, the 5 volt reference signal from the ECM is grounded at specific intervals. When light from an LED passes through a window in the shield plate, the photo diode is activated. When the photo diode is activated, it carries the 5 volt reference voltage to a comparator in the sensor, and nearly 5 volts is detected at the ECM. Theory Module Mitsubishi Motor Sales of America

18 Light is Blocked MFI Relay Distributor Light from LED is blocked by shield plate Crankshaft Position Sensor LED Signal lead Ground 0V Engine control module (ECM) V Crankshaft position sensor signal 0V T When light from the LED is blocked by the shield plate, the photo diode is not exposed to light. The photo diode turns off and becomes non conductive. As a result, the 5 volt reference voltage from the ECM is grounded and 0 volts is detected by the ECM. Theory Module Mitsubishi Motor Sales of America

19 Crankshaft Position Sensor Signals High frequency, high rpm Low frequency, low rpm The signal created by both types of crankshaft position sensors is the same. If viewed on an oscilloscope the signal is a 5 volt square wave that represents the RPM of the crankshaft. The frequency of the signal varies according to the rotational speed of the crankshaft (which also determines the speed of the camshaft and distributor). Theory Module Mitsubishi Motor Sales of America

20 Diagnosing Crankshaft Position Sensors Open Circuit Crankshaft position sensor MFI Relay Open Hall effect switch Sensor power Signal lead Ground Open Engine control module (ECM) V Crankshaft position sensor signal 0V T If any of the three circuits (power supply, reference voltage, or ground) are open, the ECM will detect 5 volts on the signal lead as long as the open is present. A power supply failure would prevent the Hall effect switch from turning on. An open ground would prevent the transistor in the sensor from grounding the ECM reference voltage. Theory Module Mitsubishi Motor Sales of America

21 Short Circuit MFI relay Distributor Crankshaft Position Sensor Signal lead Ground Short 0V Engine control module (ECM) V Crankshaft position sensor signal 0V T If the 5 volt reference circuit is shorted to ground, the ECM will detect 0 volts on the signal lead for as long as the short to ground occurs. Theory Module Mitsubishi Motor Sales of America

22 CKP Mechanical Problems Example of an inaccurate signal due to a mechanical problem Mechanical problems can also cause the ECM to detect improper voltages on the signal lead. If the sensor is positioned incorrectly or the shield plate is damaged, incorrect signals can result. Effects of a Faulty Crankshaft Position Sensor Misfire (intermittent failure) No start (total failure) A total failure of a crank position sensor can result in an engine cranks, but won t start condition. A momentary failure (intermittent) can cause an engine misfire. The ECM does not have a failsafe program to operate without the crankshaft sensor input. Theory Module Mitsubishi Motor Sales of America

23 Camshaft Position Sensor (CMP) Function Provides ECM with camshaft position information for control of multiple ignition coils Types of sensors Hall effect Light emitting/photo diodes The CMP senses the camshaft position and converts it to a pulse signal. The ECM uses this information to control multiple ignition coils in a distributorless ignition system (and also sequential operation of the fuel injectors). Mitsubishi uses two different types of camshaft position sensors: Hall effect switches or light emitting/photo diodes. Electrically and mechanically, these sensors operate similar to the crankshaft position sensors explained earlier. Refer to the crankshaft position sensor section for a description of electrical and mechanical operation. Differences in CMP Compared to CKP Location Signal to the ECM Diagnostic strategy Theory Module Mitsubishi Motor Sales of America

24 Location Distributor mounted Camshaft mounted Crankshaft/Camshaft position sensor assembly Camshaft position sensor Camshaft mounted Camshaft position sensor Camshaft timing belt sprocket Mounting locations vary depending on the application. The camshaft position sensor can be mounted in the distributor or at the camshaft. On many distributor type ignition systems, the CKP and CMP are mounted together in the distributor. On distributorless ignition systems, the camshaft position sensor is located at the camshaft. Depending on the application, the CMP is located in a CKP/CMP assembly or at the camshaft timing belt sprocket. Theory Module Mitsubishi Motor Sales of America

25 CMP Output Signal Typical camshaft position sensor shield plate Light emitting diodes Long reference window Camshaft position sensor windows (inner ring) Photo diodes Typical camshaft position sensor signal Reference pulse The signal generated by the camshaft position sensor (CMP) is a 5 volt square wave much like that of the CKP. However, due to the arrangement of the windows in the shield plate, one pulse is longer than the others. The ECM recognizes this pulse as top dead center (TDC) of the #1 piston on the compression stroke. Late model engines have CMP sensors that generate different numbers of pulses, depending on engine design. However, there will always be some type of reference pulse to identify #1 piston TDC on the compression stroke. For example, CMP sensors used in late model distributor type ignition systems generate only one pulse per rotation of the distributor. This CMP signal is used in combination with the CKP sensor signal to determine exact crankshaft position. Theory Module Mitsubishi Motor Sales of America

26 Diagnosing Camshaft Position Sensors Used by ECM only during start up Provides ignition coil control information on distributorless ignition systems Momentary failure after start up will not result in misfire Diagnose electrically using same procedures as CKP sensor The important thing to remember about diagnosing a CMP sensor problem is that the ECM does not require input from this sensor once the engine is running. A momentary failure of the CMP sensor after the engine is running will not result in a misfire. A totally failed CMP sensor will result in different symptoms, depending on the type of ignition system. On distributorless ignition systems, the ECM uses this input to determine which ignition coil to control at a given moment. Loss of the CMP sensor input while attempting to start the engine will result in incorrect ignition coil control. The engine will misfire to varying degrees, depending on specific ignition system design. Stalling and hard starting are also likely symptoms. Models using a distributor type ignition will start and run well if the CKP sensor input is good, but sequential operation of the fuel injectors is affected. This will not necessarily reduce performance, but may affect fuel economy and exhaust emissions levels. Electrically, diagnosing a CMP sensor is similar to a CKP sensor. With some Chrysler systems, the engine will stop running if the CMP is disconnected. Theory Module Mitsubishi Motor Sales of America

27 Knock Sensor (if equipped) Engine control module (ECM) Knock sensor Ground When detonation occurs, the knock sensor generates a small voltage proportional to the magnitude of cylinder block vibration. This voltage is detected by the ECM. The ECM retards ignition timing varying amounts in response to knock sensor output. Maximum ignition timing retard is 21 degrees, and all cylinders are retarded equally. On turbocharged vehicles, the knock sensor ignition timing retard program will only be active during a positive pressure (boost) condition. If the knock sensor fails, ignition timing retards approximately 8 degrees. Knock Sensor Diagnosis Monitor ignition timing with the scan tool. With engine speed around 2,000 rpm, tap lightly on the intake manifold near the knock sensor with a metal tool. If the knock sensor is functioning properly, ignition timing should retard due to the tapping. To verify knock sensor output, connect an oscilloscope to the knock sensor signal lead and tap on the intake manifold. The oscilloscope should show a knock sensor output voltage. Check for opens and shorts at the knock sensor signal lead using a DVOM. Theory Module Mitsubishi Motor Sales of America

28 Additional ECM Inputs The ECM uses additional inputs to fine tune ignition timing for maximum engine performance and fuel economy, with minimum exhaust emissions. The ECM internal program responds to inputs as follows: Barometric pressure sensor can add up to 7 of ignition timing at altitudes above 7,000 ft. The barometric pressure sensor has no effect if below 1,500 ft. Engine coolant temperature sensor can add 14 of ignition timing at or below 22 F. The engine coolant temperature sensor has no effect on timing at temperatures above 95 F. Closed throttle position switch provides input to the ECM for target idle speed. Spark scatter (varying timing) is used below 1,000 rpm. Throttle position sensor lowers timing advance as voltage (throttle angle) increases (rate of increase affects ECM response). The throttle position sensor has minimal effect on ignition timing when the throttle angle is steady. Theory Module Mitsubishi Motor Sales of America

29 ECM OUTPUTS Distributor Type Ignition Power Transistor From ignition coil primary Collector Emitter Base Power transistor 5v Engine control module (ECM) The power transistor operates like a conventional transistor, except it is designed to handle the relatively high current (5 amperes is typical) that flows through the ignition coil primary winding to ground. The power transistor grounds and un grounds the ignition coil primary winding based on low current control signals received from the ECM at the base of the transistor. When 5 volts is applied to the base of the transistor, the collector emitter junction of the transistor becomes conductive and current flows through the ignition coil primary winding to ground. When the ECM switches off the 5 volt supply to the base, the collector emitter junction of the transistor becomes non conductive and current flow through the primary winding is interrupted. Theory Module Mitsubishi Motor Sales of America

30 Power Transistor Control Signal Characteristics Volts 4 Wave ramp up section 0 Time When monitoring the voltage at the base of the power transistor, it is normal to see the voltage ramp up as shown in the illustration. This is because the voltage at the base of the power transistor increases as current flow through the ignition coil primary winding increases. If the power transistor control signal waveform looks different, it may indicate an ignition coil primary winding that is internally shorted or has abnormally high resistance. In either case, the resulting voltage generated in the ignition coil secondary winding would be weak. Theory Module Mitsubishi Motor Sales of America

31 Ignition Coil Terminals Primary winding Secondary winding Core An ignition coil is actually a transformer that converts 12 volts at a relatively high current (approximately 5 amperes) to a high voltage at low current (approximately 10,000 volts at 6 milliamperes) that can jump a gap and create a spark. The actual voltage and current that results depends on the resistance of the gap that the spark must jump. Theory Module Mitsubishi Motor Sales of America

32 Ignition Coil Magnetic Field Magnetic field expands Switch open (power transistor off), no voltage, no current No voltage or current Switch closed (power transistor on), voltage is applied and current flow begins Voltage induced + 12V + 12V Primary winding Secondary winding Primary winding Secondary winding Magnetic field stabilized Magnetic field collapses Switch closed (power transistor on), voltage is applied and current flow remains constant No voltage or current Switch open (power transistor off), no voltage, no current High Voltage induced + 12V + 12V Primary winding Secondary winding Primary winding Secondary winding As current begins to flow through the primary winding, a magnetic field builds slowly, due to the initial resistance of the primary winding and the effect of inductance. Since the magnetic field builds slow, the resulting secondary winding voltage is too low to jump the spark plug gap. When the magnetic field stabilizes, no voltage is generated in the secondary winding. When current stops flowing through the primary winding, the magnetic field collapses very quickly. As the rapidly moving magnetic field collapses through the secondary winding, a high voltage is generated. This voltage is routed to the correct spark plug gap where the resulting current flow across the gap generates a spark. Theory Module Mitsubishi Motor Sales of America

33 Diagnosing Ignition Coil Problems The ignition coil primary winding can develop an open, a partial open (high resistance), an internal short or a short to ground. The same problems can occur with the secondary winding. Any of these problems will result in reduced output from the coil and possible damage to a power transistor if current flow through the primary becomes excessive. Distributor Ig 1 Spark plugs Ignition coil To power transistor Cap Rotor Distributor The distributor is a mechanical device that distributes spark to the proper cylinder. High voltage travels from the center terminal of the distributor cap (connected to the ignition coil secondary winding) through a contact at the center of the rotor and to the correct distribution terminal in the cap (connected to a spark plug through a high voltage lead). The distributor is driven directly by the camshaft. Diagnosing Distributor Problems Problems with a distributor can result from components that cause secondary voltage meant for a spark plug to leak to ground or to the high voltage circuit of an incorrect cylinder. The distributor cap and rotor and plug wires are normally maintenance items. If replaced according to a normal maintenance schedule, the chance of voltage leakage is minimized. Other problems that can occur with a distributor result from mechanical drive problems, such as worn rotor shaft bearings or incorrect installation resulting in the rotor being in the wrong position. Theory Module Mitsubishi Motor Sales of America

34 Spark Plug The spark plug provides a precision gap for high voltage generated from the ignition coil to jump, resulting in a spark in the cylinder. The spark plug is designed to ensure that voltage applied to the center electrode does not leak to ground before being applied to the gap. In addition, spark plugs are designed to maintain a certain temperature range at the gap for controlled combustion. Diagnosing Spark Plug Problems Assuming that the correct spark plug is installed, problems typically result from a gap that is too large, too small or excessively worn. In addition, a spark plug can become fouled with carbon, fuel or oil, resulting in high voltage that leaks to ground, rather than jumping the gap. This results in a weak spark or no spark at all. Theory Module Mitsubishi Motor Sales of America

35 Distributorless Type Ignition Ignition switch Ig 1 Ignition coils (in one assembly) Typical power transistor assembly Power transistors (in one assembly) Engine control module (ECM) Power Transistor Power transistor operation for distributorless ignition systems is the same as that for distributor types. The only real difference is in the packaging. Depending on the number of engine cylinders, two or three power transistors may be packaged in one assembly. The ECM controls each separately. Theory Module Mitsubishi Motor Sales of America

36 Ignition Coil Ignition switch Ig 1 Ignition coil assembly Primary coils on left, secondary coils on right Power transistors 0V Off Path of current flow Engine control module (ECM) On 0V Ignition coils for Mitsubishi distributorless ignition systems have two spark plugs connected to the secondary winding of each coil. A 4 cylinder engine uses 2 coils packaged into one assembly and a 6 cylinder engine uses 3 coils packaged into one assembly. Each coil is controlled by a separate power transistor. Since both ends of the secondary winding are connected to spark plugs, both plugs fire together. Current flow travels in a loop from one end of the secondary winding to a spark plug, to the cylinder head and back through the other spark plug to the opposite end of the secondary winding. A distributorless ignition system requires each plug to fire twice as often as in a distributor type system, once during compression and once during the exhaust stroke. The exhaust stroke spark is known as a waste spark, since it does not support combustion. Theory Module Mitsubishi Motor Sales of America

37 Diagnosing Ignition System Output Problems Typical problems detectable with an ignition analyzer Insufficient voltage from the ignition coil secondary winding Intermittent misfire Spark plug conditions Open or shorted ignition coil primary or secondary winding Malfunctioning/damaged distributor cap or rotor (if equipped) Many ignition system problems occur on the output side of the system: power transistors, ignition coils, spark plug wires or spark plugs, or the distributor (if equipped). Using An Ignition Analyzer An ignition analyzer can help diagnose an ignition problem. An ignition analyzer waveform is a graphical representation of the changing voltage in the secondary side of the ignition coil, plug wires, and spark plug gap(s) over time. Understanding a normal ignition analyzer waveform can help to identify abnormal patterns when they are present. The ignition analyzer connects to the high tension spark plug leads through an inductive pickup and displays a waveform that shows ignition system performance. The ignition analyzer can detect several different types of problems in the ignition system. Each portion of the waveform indicates how certain components are functioning. Theory Module Mitsubishi Motor Sales of America

38 Generic Ignition Waveform 15 Kilovolts Firing line Spark line Intermediate section 0 Zero line Time Dwell Firing Line The firing line begins at the moment the power transistor interrupts current flow through the ignition coil primary winding. This induces a high voltage into the secondary winding. The height of the firing line represents the initial voltage required to jump the spark plug gap. At idle, this value is normally 5 to 15 KV with no more than a 3 KV variation between cylinders. Spark Line The spark line is the voltage across the plug gap while the spark is actually jumping the gap. This voltage is less than the firing line voltage, because the gap is ionized (charged), lowering the resistance of the gap. It is normal to see slight voltage oscillations in the spark line as resistance across the gap changes slightly due to slight variations in the air fuel mixture. The small spike at the end of the spark line represents the point that the spark stops, interrupting current flow through the secondary winding. When current flow stops flowing across the gap, the secondary winding becomes unloaded, resulting in a slight voltage spike in the secondary winding. The duration of the spark line is based on the available coil voltage and the total secondary circuit resistance. Theory Module Mitsubishi Motor Sales of America

39 Intermediate Section The intermediate section of the waveform represents the remaining secondary voltage as it dissipates and eventually goes to zero volts. It is normal to see 3 or more oscillations here, as current attempts to flow back and forth in the open secondary circuit (at the remaining voltage available, the plug gap creates an open secondary circuit). Dwell Section The dwell section indicates how long the primary winding is energized as a result of power transistor operation. The oscillations in voltage are a result of the magnetic field build up in the ignition coil. The length of the dwell section will vary with changes in engine speed and load. Waveform Problems Firing Line High firing line Large spark plug gap High wear of spark plug electrode Abnormally high compression Lean air fuel mixture High resistance in secondary circuit Low firing line Small spark plug gap Fouled spark plug Abnormally low compression Rich air fuel mixture Leak in secondary circuit A high firing line can result from problems that make it difficult to create a spark in one or more cylinders. As a result, the coil must generate more voltage to jump the gap. A low firing line can result from problems that make it easier to create a spark, or current has found an alternate path to ground. Theory Module Mitsubishi Motor Sales of America

40 Spark Line Spark line is high and short. Spark line is low, long and sloping. However, there is almost no spark line distortion. Spark plug gap is too large Spark line is low, long and sloping. Also, the second half of the spark line is missing (possible misfire). Spark plug gap is fouled Spark line is high and short. Very difficult to distinguish from excessive plug gap. Spark plug gap is too small Spark plug cable disconnected, creating multiple sparks The height and length of the spark line can tell a lot about ignition system performance. The illustration above shows some examples of spark line problems. A spark line that begins at a higher voltage than normal (2 5 KV) and has a steep downward slope can indicate high resistance outside the cylinder in the secondary circuit. A spark line that begins normally but slants upward can indicate high resistance inside the cylinder. Spark is established normally, but resistance affects the flow of current across the gap. If the firing line is normal, the problem may be combustion related. Theory Module Mitsubishi Motor Sales of America

41 Comparison of Individual Cylinders Cylinder numbers and firing order The ignition analyzer can show the performance of individual cylinders. It can also be used to compare spark quality from one cylinder to another. This helps identify a problem with one cylinder, spark plug or lead. If the ignition system is distributorless, specific problems related to an individual coil or power transistor can be detected. The analyzer can help determine whether a misfire is random or isolated to specific cylinders. This can be useful in eliminating certain ignition components when performing a diagnosis. Theory Module Mitsubishi Motor Sales of America

42 KNOWLEDGE CHECK Feedback Use the following questions to see how well you understand the material in this module. If you don t know an answer, look it up. If you answer a question incorrectly, read the material covering that topic again until you are sure you understand the concept. Mark the following statements as True or False: 1. A distributor type ignition system requires a camshaft position sensor input on start up for ignition to occur on all cylinders. True False 2. A distributorless ignition system utilizes one power transistor and one ignition coil to produce ignition spark for all cylinders. True False 3. A distributor type ignition system utilizes an ignition coil pack to distribute spark. True False Fill in the blanks in the following sentences: 4. When current flow in the ignition coil primary winding is interrupted and the magnetic field collapses, a is induced into the ignition coil secondary winding. a. square wave b. high current c. low voltage d. high voltage 5. The power transistor in a distributor type ignition system is switched on and off by the. a. distributor rotor b. ignition switch c. camshaft position sensor d. engine control module Theory Module Mitsubishi Motor Sales of America

43 6. The crankshaft position sensor converts crankshaft rotation to a that is used by the engine control module. a. variable AC signal b. magnetic signal c. piezo signal d. DC square wave signal From the following, select the most correct answer: 7. In a distributorless ignition system, which of the following components is used to complete the ground circuit of the ignition coil primary winding? a. power transistor b. secondary winding c. rotor d. spark plug 8. How many primary windings are present in a four cylinder engine with a distributorless ignition control system? a. 1 b. 2 c. 3 d How many power transistors are utilized in a six cylinder engine with a distributor type ignition control system? a. 1 b. 2 c. 3 d. 4 Theory Module Mitsubishi Motor Sales of America

44 10. In a distributorless ignition system using two ignition coils to provide spark for four cylinders: a. all four sparks are positive polarity b. all four sparks are negative polarity c. two sparks are positive polarity, two sparks are negative polarity. d. all four sparks alternate between positive and negative polarity. Theory Module Mitsubishi Motor Sales of America

45 Mitsubishi Motor Sales of America, Inc. 2/00 Copyright Service Repair Solutions, Inc.

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