Woodward MI-04 and MI-07

CLARK LP Gas Emission Control

Systems Service Training
April 6th thru 9th, 2010
Ring Power of Florida
Jacksonville & Orlando, FL.
David T. Nicolette, Technical Trainer
Jim Clark, Product Service Manager
Slide 1
 MI-04 and MI-07 Control System
It all starts with “The Clean Air Act of 1963”
In 1963 Congress past “The Clean Air Act” which set a National Goal
of Clean and Healthy Air.
The California Air Resources Board (CARB creates Standards) and the Environmental
Protection Agency (EPA enforces Standards) were created to develop and institute Standards
that would aid in achieving the National Goal of Clean and Healthy Air.

The EPA and CARB use I/M 240 Testing, as mandated by the Clean Air Act of 1963, to
measure the Emissions generated by Vehicles under specific operating conditions.

The Automotive Industry entered TIER 1 However Emission Controls Research in

Emission Standards in 1974.
the Automotive Industry actually started
in the late 1950’s.
The very first Emission Control Device
which was implemented nationwide was
the Positive Crankcase Ventilation System
(PCV System) by General Motors.

Slide 2
 MI-04 and MI-07 Control System
In the mid 1980’s CLARK began to use the Positive Crankcase Ventilation (PCV) System as their
first Emission Control Device on their Internal Combustion Lift Trucks.
CLARK uses a closed PCV System which means Filtered Air from the Intake Airstream is used to
replace the Excess Vapors and Unburnt Fuel in the Crankcase.
Three Parts to a Closed PCV System:
1
2 PCV Breather Hose
which connects the
PCV Valve, it’s Variable
Intake Airstream to
Flow Rate accurately
Valve Cover.
matches the Crankcase
Ventilation Flow Rate to
the Blow-By Production
Characteristics of the
Engine.

3
PCV Purge Hose which connects
the PCV Valve to the Intake
Manifold near the Throttle Body.
Slide 3
 MI-04 and MI-07 Control System
The PCV Valve is the most crucial component in the System, it meters the flow of Vapors and
Unburnt Fuel from the Crankcase to the Manifold in order to provide proper Ventilation and not
upset the Fuel/Air Mixture and preventing Emission Control Problems.

The Blow-by Gases and Vapors should be removed at about the same rate they enter the
Crankcase. Since Blow-by is minimal at Idle and increases during High Speed and Load
Operations, the PCV Valve must be able to control the Ventilation Flow Rate accordingly. The
PCV Valve is designed for the Crankcase Ventilation needs at varying Engine Speeds and Loads.
It is operated by Manifold Vacuum which increases and decreases as the Engine Speeds and
Loads change.

Slide 4
 MI-04 and MI-07 Control System
If the PCV Valve or Purge Hose becomes restricted or clogged, the Crankcase will not be
adequately ventilated, the Engine Oil will quickly become contaminated and heavy sludge
accumulations will begin to form. On LP Gas Lift Trucks this condition may cause the Air
Valve in the Mixer to stick or bind and will result in an improper Fuel/Air Mixture for the
Engine. On Tier II and Tier III Fuel Systems this condition will cause various Fault Codes.
Always suspect and check the PCV System if you find traces of oil in the Air Induction System.
A plugged PCV Breather Hose may cause the Engine to consume oil because of the increase
level of Crankcase Vacuum.

Proper maintenance of the PCV System is critical in order to achieve the best performance
and drivability from a Lift Truck’s Engine. The PCV System must be periodically
checked for plugged or gummed PCV Valves and /or damaged hoses.

CLARK recommends cleaning and checking the PCV System at every 1,000 Hours of
Operation or every Six Months, along with replacing the PCV Valve every 2,000 Hours of
Operation or every Twelve Months. A description of the 1,000 Hour or Six Month Service
is listed on the next slide.

For more information see CLARK Service Bulletin SI-00-805-09 in Index #10.

Slide 5
 MI-04 and MI-07 Control System
Every 1,000 Hours or Six Months of Operation:

1.) Remove the PCV Valve and shake it. If it rattles, it means the Pintle inside is not
stuck and the valve should flow air. But there's no way to know if the spring is weak
or broken, or if a buildup of varnish and deposits inside the valve is restricting flow.

2.) Clean the PCV Valve by putting a solvent / cleaner in it and shaking it, then dry
out the PCV Valve and re-install it into the Valve Cover End of the PCV System
Purge Hose.

3.) Check for Vacuum by holding your finger over the end of the PCV Valve while
the Engine is Idling. This test tells you if Vacuum is reaching the PCV Valve,
but not if the PCV Valve is flowing properly. If you don't feel Vacuum, it
means the PCV Valve or Purge Hose is plugged and needs to be replaced.

Slide 6
 MI-04 and MI-07 Control System
Every 1,000 Hours or Six Months of Operation:
4.) Measure the amount of Vacuum in the Crankcase. With the Engine at Normal
Operating Temperature, block off the PCV Breather Hose to the Engine
(usually the hose that runs from the Intake Airstream to the Valve Cover on the
Engine). Pull out the Engine Oil Dipstick and connect a Vacuum-Pressure
Gauge to the Dipstick Tube. The PCV System should be pulling about 1 to 3
inches of Mercury or Vacuum in the Crankcase at Idle. If you see a
significantly higher Vacuum Reading, the Intake Manifold Gasket is probably
leaking and pulling Vacuum on the Crankcase (replace the leaky Intake
Manifold Gasket). If the Vacuum-Pressure Gauge Reads 0 inches of Mercury
or no Vacuum, or you find a buildup of pressure in the Crankcase, the PCV
System is plugged or is not pulling enough air through the Crankcase to get rid
of the Blow-by Vapors.

NOTE: If the Engine has a leaky Oil Pan, Valve Cover, or leaky Crankshaft Seals, it will
not be able to develop much Vacuum in the Crankcase because it is pulling in
outside air (which is also unfiltered and can further contaminate the oil).

Slide 7
 MI-04 and MI-07 Control System

● TIER 1: Lift Truck Industry enters TIER 1 Standards on January 1st, 2003.
● Any lift Truck sold in California had to meet TIER II Emission Standards.
● The rest of the Nation remained at TIER 0.

THE TIER 1 SYSTEM:

1.) Had a mechanically controlled System where the LP Regulator maintains the proper Fuel
Pressure and the Carburetor (Mixer) provides the proper Air/Fuel Ratio for operation.
2.) Exhaust Emissions were only measured by an external means, not by the Fuel System.

3.) If the Exhaust Emissions increased due to wear or fouling of the Fuel System, the typical
course of action would be:
a.) The Emissions would continue to increase until there was a detectable odor.
b.) The Engine Performance would noticeably decrease which would be
corrected by:
1.) A Mechanical Adjustment by a Qualified Technician.
2.) Repair or Replacement of a defective System Component.

Slide 8
 MI-04 and MI-07 Control System
TIER 0, NON-EMMISSION CONTROLLED,
OPEN LOOP SYSTEM

Slide 9
 MI-04 and MI-07 Control System
The Automotive Industry entered the TIER II
Phase of Emission Controls on January 1st, 2003.

Slide 10
 MI-04 and MI-07 Control System

So just what is a TIER II (MI-04) System?

The Lift Truck Industry came under TIER II Standards as of January 1st, 2004.
1.) TIER II is basically the second level or second “TIER” of Emission
Standards as required by the Environmental Protection Agency
(EPA).

2.) TIER II is a System that must meet or exceed the 2004 Emission
Standards as required by the Environmental Protection Agency
(EPA).
3.) TIER II is a System that has the capabilities of Maintaining a
“Constant Emission Level at Steady State Operation”,
compensating for Component Wear and Fuel Variation.

4.) TIER II is a System that will Alert or Notify the Operator if the
Emission Levels exceed the required Levels.

Slide 11
 MI-04 and MI-07 Control System

So just what is a TIER III (MI-07) System?

The Lift Truck Industry came under TIER III Standards as of January 1st, 2007.
1.) TIER III is basically the third level or third “TIER” of Emission
Standards as required by the Environmental Protection Agency
(EPA).

2.) TIER III is a System that must meet or exceed the 2007 Emission
Standards as required by the Environmental Protection Agency
(EPA).
3.) TIER III is a System that has the capabilities of Maintaining a
“Constant Emission Level throughout the entire range of Engine
Operation”, compensating for Component Wear and Fuel Variation.
4.) TIER III is a System that will Alert or Notify the Operator if the
Emission Levels exceed the required Levels.

Slide 12
 2004 & 2007 Emission Requirements
So what type of Pollutants are produced by an Internal Combustion Engine?

CARBON MONOXIDE (CO):

A deadly and Poisonous Gas which is colorless, odorless and
tasteless. Carbon Monoxide Emissions are increased as the
combustion process becomes less efficient.

HYDROCARBONS (HC):
Unburned Hydrocarbons are largely unburned portions of fuel.
Most Hydrocarbons are poisonous at concentrations above several
hundred parts per million. Although they are not as dangerous
themselves as CO, Hydrocarbons are the main ingredient in the
production of Photochemical Smog.

Slide 13
 2004 & 2007 Emission Requirements
So what type of Pollutants are produced by an Internal Combustion Engine?

NITROGEN OXIDES (NOx):

Nitrogen Oxides are formed by a chemical union of Nitrogen
molecules with one or more Oxygen Molecules, they form freely under extreme
heat conditions. A lean combustion process can produce temperatures of
2,200 to 2,500° Fahrenheit which will cause large quantities of Nitrogen Oxide to
form. Nitrogen Oxide by itself does not appear to have any harmful effects, but
it reacts with Hydrocarbons to form harmful irritating Oxides and gives
Photochemical Smog its characteristic brown color. Nitrogen Oxide is also
considered a major greenhouse gas.

SULFUR DIOXIDE (SO2):

Sulfur is present in many of the Hydrocarbon Fuels that are used in
Internal Combustion Engines today. When Sulfur gets in the atmosphere it
breaks down and combines with water in the air to produce Sulfuric Acid, the
acid is corrosive and produces the commonly known Acid Rain form of
pollution.

Slide 14
 2004 & 2007 Emission Requirements
So what type of Pollutants are produced by an Internal Combustion Engine?

PARTICULATE MATTER:
Particulate Matter is microscopic solid particles of dust, soot,
and ash that can be solid or liquid matter that floats in the atmosphere,
Lead and Carbon are produced by burning leaded gasoline. These
Particulates are absorbed directly into the body and can cause severe
health hazards. The Unleaded Fuels used today produce very little
Particulate Matter, however when an engine burns rich it does produce
the Particulate Matter that could be a health hazard.

Slide 15
 2004 & 2007 Emission Requirements
Required 2004 & 2007 EPA/CARB Regulatory Standards

Emissions Levels Change 50

45
From 3.0 g/Kw-hr 40
35
to 2.0 g/HP-hr HC+NOx

grams/Kw Hr
30
2001
From 37 g/Kw-hr 25
2004
20
to 3.3 g/HP-hr CO 15
2007
10
Durability period extended to 7 5
years / 5,000 hrs (TIER III only) 0
HC+Nox CO

Parameter 2004 EPA Standard 2007 EPA Standard

NOx + HC 3.0 g/HP/hr 2.0 g/HP/hr
CO 37.0 g/HP/hr 3.3 g/HP/hr

There is NO CONVERSION from g/HP/hr to PPM (Parts Per Million)!!!!

Slide 16
 2004 & 2007 Emission Requirements
Required 2004 & 2007 EPA/CARB Regulatory Standards

Slide 17
 2004 & 2007 Emission Requirements
I/M 240 TESTING

I/M 240 stands for “Inspection and Maintenance” an “Enhanced”

Emissions Testing Program with a Tailpipe Test that lasts 240
Seconds. I/M 240 Testing is used for the certification of the Engine
and Emission Control Systems. During an I/M 240 Test the Lift
truck is secured on a Dynamometer and an Exhaust Collection
device is placed on the Lift Truck with an Auxiliary Engine Cooling
Fan. Next an Inspector operates the Lift Truck for 240 Seconds,
according to a precise cycle that is shown on a video screen in
front of the Lift Truck. While the Lift Truck is being driven the
Exhaust Emissions are being collected and recorded in
Grams/HP/hr. The test measures Carbon Monoxide (CO), unburned
Hydrocarbons (HC), and Oxides of Nitrogen (NOx).

Slide 18
 2004 & 2007 Emission Requirements
The amount of Engine Emissions collected by I/M 240 Testing is completely
dependent on Engine Speed, Engine Load, Catalyst Temperature, Closed / Open
loop, etc. There is currently no system that can competently capture any
usable Parts Per Million (PPM) measurements during the I/M 240 Test. For this
reason CLARK does not recommend the use of a Gas Analyzer to check
Tailpipe Emissions. If there is a problem with the Emission Controls System
the Check Engine Light will be illuminated.

Generally the amount of NOx at the Tailpipe should be below 100 PPM (0.01)
and the amount of CO at the Tailpipe should be 200 PPM, when the Catalyst is
warm and the System is Closed-Loop. But this in NO WAY means the System
is not functioning properly if PPM Levels are above these readings.

With the Engine under Load at Governed Speed and in Closed Loop the NOx
and CO can each exceed 3,000 PPM (0.30), if measured at the Pre-Catalyst
Oxygen Sensor Port in the Exhaust Pipe.

Slide 19
 MI-04 and MI-07 Control System

Woodward’s MI-04 & MI-07 Control Systems are designed to provide a

complete, fully integrated solution that will meet or exceed 2004 (MI-04) &
2007 (MI-07) Emission Standards (40CFR Part 1048.101) for Large Spark
Ignited (LSI) Engines established by the California Air Research Board
(CARB) and the Environmental Protection Agency (EPA).
The Control Systems are applicable to Naturally Aspirated Engines ranging
in size from 1.5 L to 8.1 L (25 Hp to 170 Hp) with up to 8 cylinders running
on LPG and/or gasoline in mobile industrial applications.
Conventional Air Valve Mixture Control used with previous Pre-Tier and Tier
I Liquid Propane Systems cannot comply with the New Emission Standards
without utilizing some type of Electronic Controller.

Slide 20
 MI-04 and MI-07 Control System
Woodward’s MI-04 & MI-07 Control Systems enable the Engine to comply
with the Tier II and TIER III Emission Standards by managing the three areas
of Engine Performance.

LOAD / SPEED MANAGEMENT:

APP1 & APP2 (Accelerator Pedal Position Sensors).
TPS1 & TPS2 (Throttle Position Sensors).
TMAP (Temperature / Manifold Absolute Pressure Sensor).
VR Sensor and 30 – 5 Wheel (Crankshaft Sensor).

IGNITION MANAGEMENT:
VR Sensor and 30 – 5 Wheel (Crankshaft Sensor).
TPS1 & TPS2 (Throttle Position Sensors).
TMAP (Temperature / Manifold Absolute Pressure Sensor).

FUEL MANAGEMENT:
HEGO (Heated Oxygen Sensors Pre-Cat Oxygen Sensor is ALWAYS PRIMARY CONTROL POINT).
VR Sensor and 30 – 5 Wheel (Crankshaft Sensor).
TMAP (Temperature / Manifold Absolute Pressure Sensor).

Slide 21
 MI-04 and MI-07 Control System

Woodward has combined a new and improved Mechanical Control System

with Woodward’s SECM Module and Drive-By-Wire Throttle Capabilities,
creating both the MI-04 (2004) and the MI-07 (2007) Control Systems.
Woodward’s MI-04 and MI-07 Systems are a Closed Loop System utilizing the
SECM (Small Engine Control Module) Controller with full Adaptive Learning
Capabilities, allowing it to Adapt Control Function as Operating Conditions
Change.
An example of Compensated Operational Variables are:
Ambient Temperature.
Fuel Variations.
Ignition Component Wear.
Clogged Air Filter.

Slide 22
 Meeting 2004 & 2007 Emission Levels
MI-04 & MI-07
The MI-04 and MI-07 fuel control
Pre-CAT logic, for both LPG and gasoline,
O2 employs a closed-loop exhaust
gas oxygen control algorithm in
order to compensate for fuel
system tolerances, aging,
altitude, and fuel composition.
The MI-04 System algorithm
utilizes a single Pre-Cat Heated
Exhaust Gas Oxygen (HEGO)
Sensor.
The MI-07 Systems algorithm
utilizes dual heated (Pre-Cat and
Post Cat) Exhaust Gas Oxygen
MI-07 (HEGO) Sensors.
Post-CAT
O2

Slide 23
 MI-04 Certified 2.0/2.4L MMC System
The MI-04 is a Closed Loop System
utilizing a Catalytic Muffler to reduce
the Emission Level in the Exhaust
Gas.
In order to obtain maximum effect
from the Catalyst, an accurate control
of the Air/Fuel Ratio is required.
A Small Engine Control Module
(SECM) uses a Heated Exhaust Gas
Oxygen Sensor (HEGO) in the
Exhaust System to monitor Exhaust
Gas Content.
The SECM makes any necessary
corrections to the Air/Fuel Ratio by
controlling the Inlet Fuel Pressure to
the Mixer, by modulating the Fuel
Trim Valve (FTV).
Reducing the Inlet Fuel Pressure to
the Mixer leans out Air/Fuel Mixture,
increasing the Inlet Fuel Pressure to
the Mixer enriches the Air/Fuel
Mixture.

Slide 24
 MI-04 Certified 2.0/2.4L MMC System

Slide 25
 MI-04 Certified 2.0/2.4L MMC vs GM 4.3L Systems

Slide 26
 MI-04 Certified 2.0/2.4L MMC System

Slide 27
 MI-04 TIER II Closed Loop System

Slide 28
 MI-04 & MI-07 Diagnostic Requirements
MI-04 & MI-07 LSI engines are required to incorporate
basic engine diagnostic features.
The system must identify a malfunction whenever
the air-fuel ratio does not cross stoichiometry for
one minute during closed-loop operation.
Electronically controlled engines must broadcast
their speed and output shaft torque (in Newton-
meters), or a surrogate value for torque, on their
controller area network (CAN) that can be read
with a remote device, (see 40 CFR 1065.515).
Diagnostic requirements also includes the use of a
Malfunction Indicator Light (MIL), also called the
“Check Engine Light” and a protocol for storing
trouble codes.
Early TIER II Units used the “Air Filter Restriction
Indicator Lamp” as the “Malfunction Indicator
Lamp” or “Check Engine Light”.

Slide 29
 MI-07 Key Components
BOSCH
Fuel Trim Valves
Woodward/Streamline
N-2007 Regulator

Woodward/Streamline
N-CA55 Mixer

The TIER III (MI-07) System

Woodward/Streamline
has two (2) Fuel Trim
Valves, a TIER II (MI-04) N-CA100 Mixer
System only has one (1)
Fuel Trim Valve.
Motorola BOSCH
SECM 48 Electronic Throttle
Also the TIER III (MI-07) System has two (2)
Oxygen Sensors, a TIER II (MI-04) System only
has one (1) Oxygen Sensor.

Slide 30
 MI-07 Certified 2.0/2.4L MMC System
Ignition
Switch
Dual
Dither

CA55 Mixer
Fuel
Temp
Fuel
SECM 48 Coolant Temp
Lockoff
CAN
Pre-
Pre-CAT O2 Sensor
MIL
Post-
Post-CAT O2 Sensor

Smart Coil Bosch Electronic N-2007

Throttle Regulator

Oil
Light Catalytic Muffler
Foot
Pedal Crankshaft Sensor

Transmission Oil Temp Switch

Oil Pressure Switch

Coil Driver

Manifold Pressure/Temperature Sensor

Slide 31
 MI-07 Certified 4.3L GM System
Ignition
Switch
Dual Dither Valves

Ignition Coil Driver

Fuel Fuel
SECM 48 Crankshaft Sensor Temp Lockoff
CAN
Coolant Temp

MIL
CA100 Mixer
Oil
Light
Catalytic Muffler N-2007
Regulator

Foot Oil Pressure Switch

Pedal

Manifold Pressure/Temperature Sensor Transmission Oil Temp Switch

Bosch Electronic Throttle

Pre-
Pre-CAT O2 Sensor
Post-
Post-CAT O2 Sensor

(LP ONLY)
Slide 32
 MI-07 SECM Inputs
Mitsubishi 2.0L System SECM Input Information
Engine RPM & Timing
Pre-CAT
HEGO Crankshaft VR/HALL Sensor
Post-CAT Sensor
Fuel Inlet
Intake Manifold Absolute
HEGO
Sensor Temp Pressure and Air
Temperature – MAP/MAT
Switch Inputs
Throttle Position –TPS
Crank
Sensor Ground Coolant Temperature – ECT
Small Engine
Speed Foot Pedal Position – APP
ECT Control Exhaust content – HEGO
Sensor Module ENG/OIL
(SECM48) Pressure Fuel Inlet Temperature
MAP/MAT Switches
TRAN/OIL
Sensor Temperature Ground Speed
Engine Oil Pressure
APP1 TPS1 Transmission Oil Pressure
Sensor
Communications - CAN
APP2 TPS2
Sensor
CAN

Slide 33
 MI-07 SECM Outputs
SECM Output Information
Mitsubishi 2.0L System
LPG Lock Off
Throttle Driver- ETC
LPG
Lock Off Fuel Trim Valve
Dither 1&2
Ignition Driver
ETC EST 1 (8 Maximum)
EST 1
Small Engine
Malfunction Indicator Light
Control MIL
Dither 1 Module MPRD
(SECM48) CanBus Communications
Dither 2 HTR Relay CAN
Relay drivers
MPRD
Post O2 Heater

MIL CAN

Slide 34
 LPG AFR Control
• The key to meeting emissions
LP Supply

requirements when operating LPG

in LPG is the dual dither valve Lock Off

(FTV) hardware in the fuel

system. Small Engine Dither 1
Control LPG
The dual dither (Tier III, MI-07) Module Regulator

system modulates the fuel (SECM48) Dither 2

pressure regulator outlet

pressure by providing an offset A/F
to the regulator secondary Mixer

stage reference pressure. Pre-CAT

O2 Sensor
The Tier II, MI-04 works on the
Feedback Catalytic
same principles but only has Muffler
one Dither Valve (FTV) and Post-CAT
only a Pre-Cat O2 Sensor, it O2 Sensor

does not have a Post-Cat O2 Exhaust

Sensor.

Slide 35
 SECM24 (MI-04) Control Strategy

Slide 36
 SECM48 (MI-07) Control Strategy
Fuel Control 48 Pin SECM
Closed-Loop Control for
LPG and (MPI) Gasoline.
Adaptive Learns
O2 Set point
Transport delay
Rich/Lean Excursion
LPG Temperature
Compensation

Spark-Ignition Control
Tables for dwell, timing and
fuel type.
Air Throttle Control
Transient fuel enrichment
based on rate of change in
MAP and TPS.

Slide 37
 SECM 48 (MI-07)
2.0L MMC

SECM 48

Slide 38
 (MI-04) TIER II & (MI-07) TIER III SECM’s
Both the (MI-04) TIER II 24 Pin SECM and the
(MI-07) TIER III 48 Pin SECM have an
Operating Voltage Range of 8 to 16 Volts.
Both SECM’s do not “Reset” until the Voltage
drops below 6.3 Volts. In other words the
SECM “Threshold Voltage” is 6.3 Volts, it will
shutdown below 6.3 Volts.
Both TIER II and TIER III SECM’s operate at
System Voltages between 6.3 to 8.0 Volts, but
they will have very poor performance
characteristics.
Slide 39
 SECM48 Closed-Loop System
The MI-07 is a closed loop system utilizing
the SECM controller with full adaptive
learning capabilities, allowing it to adapt
control function as operating conditions
change.
An example of compensated operational
variables are:
ambient temperature
fuel variations
ignition component wear
clogged air filter

Slide 40
 SECM Load/Speed Management

Slide 41
 DBW Electronic Throttle
The electronic throttle used in the
MI-04 and MI-07 systems is a Bosch
DV-E5.
The MI-04 and MI-07 Systems use
electronic throttle control, replacing
a conventional mechanical system.
The DV-E5 is a single unit assembly,
which includes:
Throttle Valve
Throttle Valve Actuator (DC Motor)
Throttle Position Sensor (TPS)
Throttle valve position is controlled
by the SECM and based on engine
RPM, engine load, and information
received from the foot pedal.

Slide 42
 DBW Electronic Throttle

Slide 43
 Electronic Throttle
The SECM calculates the
correct throttle opening that
corresponds to the drivers TPS Gear Drive
Contacts
demand.
The SECM then makes any
adjustments needed for
adaptation to the engine’s
current operating conditions
and then generates an
electrical driver signal to the
throttle-valve actuator.
TPS
Feedback from the TPS Potentiometer
continually informs the SECM Contacts
of the throttle-valve position.
Default position for the
throttle plate when power is
removed is approximately 7%.
Slide 44
 Electronic Throttle
The Woodward MI-04 & MI-07 Systems eliminate the
need for Air Velocity Governors, substantially
increasing peak Torque and Power.

Slide 45
 Electronic Throttle
Minimum (Min.) and Maximum (Max) Governing is
accomplished through the SECM and the DBW (Drive
By Wire) Throttle.

Slide 46
 Electronic Throttle
The MI-04, the MI-07 system utilizes both TPS1 & TPS2 signals.
The SECM monitors and makes its calculations from TPS1.
The SECM uses TPS2 as a double check against TPS1.
The SECM will set a fault if the difference between the TPS1 and
TPS2 is 15% or greater.
The SECM will also set a fault if the difference between TPS1 and
the TPS Request is 20% or greater.
If any malfunctions are encountered, the SECM’s initial response
is to revert to redundant sensors and double check and
recalculate the data.
If redundant signals or recalculated data cannot solve the
problem, the SECM will drive the system into a Limp-Home Mode
or Engine Shutdown.

Slide 47
 MI-04 & MI-07 LPG Fuel Systems
CONSISTS OF:
1.) In-Line Century Fuel Filter.
2.) Electric Fuel Lock-Off Solenoid.

3.) Fuel Pressure Regulator/Vaporizer.

MI-04 – N2001
MI-07 – N2007

4.) Fuel Trim Valves.

MI-04 - One (1) Fuel Trim Valve.
MI-07 - Two (2) Fuel Trim Valve with Orifice Fitting.

5.) Gas/Air Mixer with Fixed Orifice for Trim System.

MI-07 Gas/Air Mixer also has a Fuel Temperature Sensor.

6.) Miscellaneous Hoses and Fittings.

Slide 48
 MI-04 & MI-07 LPG Fuel System Safety Locks
The Woodward Tier II (MI-04) and Tier III (MI-07) has three Safety Locks
within the LPG Fuel System.

The First Safety Lock is the Normally Close Fuel Lock-Off.

Both the N-2001 and N-2007 Regulator/ Vaporizers are normally closed and require
a Negative Pressure Signal from the Gas/Air Mixer to allow fuel to flow. This is the
Second Safety Lock in the System.

The Gas Metering Valve of the Gas/Air Mixer is normally closed and requires a
Negative Pressure Signal from a cranking or running Engine to open it. This is the
Third Safety Lock in the System.

Slide 49
 Fuel Filter
The MI-04 & MI-07 Systems both use a serviceable
Century In-Line Fuel Filter. The Filter contains both a
Magnet and a Fiber Filter. The primary function of this
filter is to remove particles and sediments that have
found their way into the LP Gas Tank. The LP Fuel
Filter will not remove heavy end solids and paraffins that
build up in the LPG Fuel Systems as a result of
vaporization.

The Fuel Filter consists of the following items:

2
1.) Retaining Screws.
4
2.) Top Cover.
1
3.) Magnetic Filter. 5 3
4.) Spring.
5.) Bottom Cover. 6 7
6.) O-Ring Seal.
7.) Fiber Filter Element.

Slide 50
 Fuel Lock-Off
The Fuel Lock-Off is a spring loaded Electric
Solenoid in a Normally Closed (NC) Position.
The Key Switch supplies 12VDC to the Lock-Off
via the Main Power Relay and the SECM
provides the Lock-Off Ground (Negative)
Connection.
This design gives the SECM full control of the
Fuel Lock-Off. The Fuel Lock-Off Solenoid
It also provides additional safety by closing the requires a minimum of 9.6
Fuel Lock-Off in the unlikely event of a Power Volts in order to ensure
Failure, Wiring Failure, or a Module Failure. proper operation.

A Stall Safety Shut Off Feature is also built

into the System, closing the Fuel Lock-Off
when the SECM detects a Stall Condition.
Since the Fuel Lock-Off is normally held
closed by spring pressure, it requires an
Electric Solenoid to open the Shutoff
Valve. Because of this the Fuel Lock-off
is considered the first of three Safety
Locks in the MI-04 and MI-07 Systems.

Slide 51
 Fuel Lock-Off

The SECM Monitors Three Engine States:

CRANK: When the STALL: When the Key RUN: When the
Crankshaft Sensor Switch is in the “ON” Crankshaft Sensor
detects any Engine Position, but the detects Engine
Revolutions. Crankshaft Sensor Revolutions, and the
detects no Engine SECM has determined
Revolutions. the Engine has
achieved the Pre-Set
Idle RPM from the
When the Operator turns “ON” the Key Switch the Fuel Lock-Off Crankshaft Sensor
is opened, but if the Operator fails to Crank the Engine within 5 Input. Idle Speed:
seconds, or the Engine Does Not Reach Idle Speed within those TIER II is 700RPM.
same 5 seconds, the SECM will close the Fuel Lock-Off and the TIER III is 750RPM.
Engine will not start.

Slide 52
 Tier II, MI-04 N-2001 Regulator / Converter

Slide 53
 Tier II, MI-04 N-2001 Regulator / Converter

Slide 54
 N-2007 Regulator

The New Tier III, MI-07

N-2007 Vaporizer has
easier mounting
capability, a
Fluorosilicone
Impregnated latched
Secondary Diaphragm,
and an improved
The Tier II System used an N-2001 Expansion Chamber.
Vaporizer it worked the same but was
mechanically different from N-2007
Slide 55
 Tire III, MI-07 N-2007 Regulator / Converter
The N-2007 regulator is
actually two regulators in Choice of Fuel Outlet
series with a compact heat
exchanger in between, all
within one housing.
The N-2007 regulator
diaphragm material
selection is fluorosilicone Bias Port
impregnated, which is a
newer material with better
chemical resistance.
Dual fuel outlet ports
provide mounting flexibility. Fluorosilicone

Slide 56
 Tire III, MI-07 N-2007 Regulator / Converter
The N-2007 provides a separate LP fuel inlet from the
primary diaphragm. This allows the inlet to be
mounted or “clocked” 360 degrees providing
additional mounting flexibility and incorporating a
separate sealing gasket from the primary diaphragm.

LPG LP Fuel Inlet

Fuel Outlet

Coolant Ports

Slide 57
 Tire III, MI-07 N-2007 Regulator / Converter
Improved heat transfer to the
LPG by sending the LPG
through the chamber walls
as well as around the wall
area.

N-2007 N-2001

Slide 58
 Tire III, MI-07 N-2007 Regulator / Converter

Diaphragm Latch

Bias Chamber

Slide 59
 Tire III, MI-07 N-2007 Regulator / Converter

Slide 60
 Tire III, MI-07 N-2007 Regulator / Converter
SECONDARY
SECONDARY BIAS CHAMBER DIAPHRAGM
VALVE
LOW
PRESSURE
(-0.5 inH2O)

FUEL PRIMARY
OUTLET DIAPHRAGM
(TO
MIXER)

COOLANT
(HEAT)

PRIMARY FUEL INLET

PRESSURE (10-312 PSIG)
(2 PSIG)
PRIMARY
VALVE

Slide 61
 Tire III, MI-07 N-2007 Regulator / Converter
SECONDARY
SECONDARY DIAPHRAGM
VALVE
LOW
PRESSURE
(-0.5 inH2O)

FUEL PRIMARY
OUTLET DIAPHRAGM
(TO
MIXER)

COOLANT
(HEAT)

PRIMARY FUEL INLET

PRESSURE (10-312 PSIG)
(PSIG)
PRIMARY
VALVE

Slide 62
 Tire III, MI-07 N-2007 Regulator / Converter
N-2007 ASSEMBLY

Front View Rear View

Slide 63
 Tire III, MI-07 N-2007 Regulator / Converter
ORIENTATION
Fuel outlet must be 15
degrees minimum below
horizontal position.
This minimizes heavy end
fallout building up inside the
regulator.
Horizontal Position

15 Degrees Fuel Outlet

Slide 64
 N-2007 Secondary Test
Using the vacuum pump slowly
apply enough vacuum to
measure above -2” WC on the
gauge. This vacuum signal Test Setup
opens the secondary valve in the
N-2007 regulator/converter.
Release the lever. When the
pressure drops just below the
specified break-off pressure (-0.5
+/- 0.35 “ WC) of the secondary
spring,the needle should stop
moving.
If the needle continues to fall the
seat is leaking.
An excessively rich air/fuel
mixture can be caused by a
secondary valve seat leak

Slide 65
 N-2007 Primary Test
Connect a Magnehelic gauge to
the primary port and compressed
air line (shop air ~100 psi) to the
liquid propane fuel inlet of the N-
2007 regulator.
The static pressure should read
between 40-60” of water column
on the Magnehelic gauge and
maintain a constant pressure for
60 seconds.
If the pressure reading begins to
increase, a leak is most likely
present at the primary valve,
either the primary valve o-ring or
the valve itself.
If the pressure begins to
decrease, the secondary seat is
probably not making an adequate
seal and is leaking.

Slide 66
 MI-04 / MI-07 Mixer Configurations

Slide 67
 N-CA55-500TR Mixer
MMC 2.0/2.4L Exploded View
Mixer Assembly With
The Electronic Throttle

Mixer

MUST be
lubricated before
attempting to
assemble unit.
“O” Ring
1235257
Adapter
1235256

Slide 68
 N-CA55TR Mixer
The N-CA55-500TR mixer uses a piston type air valve assembly to
operate a gas-metering valve inside the mixer.
The gas-metering valve is normally closed, requiring a negative
pressure (vacuum) signal from a cranking or running engine to open.
The fuel mass and air mass at the mixer outlet are within a specified
ratio range (PHI) based on the mixer fuel inlet pressure based on
calibrated limits.
Tamper Resistant Idle Screw allows adjustment of PHI at an Idle Air
Flow Rate through the mixer. No other adjustments can be made to
the Mixer.
The MI-04 & MI-07 Mixer and Regulator combo are set up to run 30% rich with
0 gauge Regulator Bias Chamber Pressure (Ambient / Induction Air Pressure).
Then both the MI-04 & MI-07 systems bias the Regulator to achieve
Stoichiometry by pulsing the Fuel Trim Valves.
Idle Air Flow Rate should be adjusted to a 35 to 50% Duty Cycle of
the Fuel Trim Valve, AFTER the Engine is at Operating Temperature
and the Pre-Cat O2 Sensor is in Closed Loop.

Slide 69
 N-CA55TR Mixer

Slide 70
 N-CA55TR Mixer Test
With the engine fully warmed
up and running at idle (750
rpm) place the transmission in
Neutral. The AVV should be
between 5” and 8” H2O of
pressure vacuum.
If the measured pressure drop
is excessively high, check for
sticking or binding of the
diaphragm air valve assembly
inside the mixer.
If the measured pressure drop
is low, check for vacuum leaks
in the manifold, throttle, mixer,
TMAP sensor and attached
hoses.

Slide 71
 2007 N-CA55TR Mixer
CA55TR Improvements
for MI-07 include a case
Pin through the AVV
hardened machined
fuel cone & seat for
increased durability.
View inside housing
Machined inner housing
for better air valve
movement.
An alignment pin on the View on top of
air valve to prevent housing

rotation, increasing the

lifespan of the mixer
and preventing binding
inside the housing.

Slide 72
 N-CA100TR Mixer
Mixer Assembly With The Electronic Throttle
GM 4.3L

MUST be
lubricated
before
attempting
to
assemble
unit.
“O” Ring
1235457
Adapter
1235455
Fuel Temp Sensor

Slide 73
 N-CA100TR Mixer
The N-CA100TR mixer uses a diaphragm type air valve assembly to
operate a gas-metering valve inside the mixer.
The gas-metering valve is normally closed, requiring a negative
pressure (vacuum) signal from a cranking or running engine to open.
The fuel mass and air mass at the mixer outlet are within a specified
ratio range (PHI) based on the mixer fuel inlet pressure based on
calibrated limits.
Tamper Resistant Idle Screw allows adjustment of PHI at an Idle Air
Flow Rate through the mixer. No other adjustments can be made to
the Mixer.
The MI-04 & MI-07 Mixer and Regulator combo are set up to run 30%
rich with 0 gauge Regulator Bias Chamber Pressure (Ambient /
Induction Air Pressure). Then both the MI-04 & MI-07 systems bias the
Regulator to achieve Stoichiometry by pulsing the Fuel Trim Valves.
Idle Air Flow Rate should be adjusted to a 35 to 50% Duty Cycle of the
Fuel Trim Valve, AFTER the Engine is at Operating Temperature and
the Pre-Cat O2 Sensor is in Closed Loop.

Slide 74
 N-CA100 Mixer
Aluminum Air Valve
Increased durability
Fluorosilicone
diaphragm material
Does not breakdown with
gasoline
Fuel seat now
temperature rated
-40 to 125 degrees
Castings will be
produced in China
Will improve quality
control over Thailand

Slide 75
 CA-100 Mixer

Slide 76
 CA-100 Mixer
Diaphragm
Spring
Air Seat

Air Inlet

Fuel Inlet,
From Reg

Air Valve
Air/Fuel Outlet
Guide
Ribs
Fuel Seat Fuel Cone

Slide 77
 CA-100 Mixer

Slide 78
 N-CA100TR Theory of Operation
The only adjustment that can
be made to the N-CA100TR
Orifice
Fitting
mixer is the idle adjustment
screw.
The idle adjustment is an air
bypass port, adjusting the
screw inward blocks off the
port and enriches the idle
Idle
Adjustment
mixture.
(Steel)
Accurate adjustment can
ONLY be accomplished using
the service tool software
The idle adjustment is factory
set for each engine and a
tamper resistant cap installed
over the adjustment port.

Slide 79
 N-CA100TR Theory of Operation
The negative pressure signal from the engine is transmitted
through four vacuum ports in the air valve.
A pressure/force imbalance occurs across the air valve
diaphragm between the AVV chamber (above the diaphragm)
and atmospheric pressure below the diaphragm.
Approximately 6” W.C. (Water Column) of negative pressure
is required to overcome the air valve spring and push the air
valve (piston) downward off of the valve seat.
Approximately 24” W.C. pushes the piston to full open
position.
The amount of negative pressure is a direct result of throttle
position and the amount of air flowing through the mixer.

Slide 80
 TIER II (MI-04) & TIER III (MI-07)
N-CA100TR Mixer and N-CA55TR Mixer

IMPORTANT!!!!
After Repairing or Replacing either a N-
CA55TR Mixer or a N-CA100TR Mixer it
is EXTREMELY IMPORTANT to adjust
the Idle Air/Fuel Mixture until you
achieve between a 35% to 50% Duty
Cycle of the Fuel Trim Valve/s at Engine
Idle while the System is in Closed Loop.

Slide 81
 MI-04 / MI-07 SECM Fuel Management
In Open Loop, the Dither Valves (FTV) duty cycle
is based on Engine Speed and Load.
Once the Pre-Cat HEGO reaches Operating
Temperature the Fuel Management is in Closed
Loop Control for the full range of Engine
Operation, from Idle to Full Throttle.
In Closed Loop Mode, the Dither Valves (FTV)
Duty Cycle is based on feedback from the HEGO
Sensor.
Tier III, MI-07 will also use a Post-Cat HEGO
Feedback once the SECM is sure that the Engine
is warm enough that there is no moisture in the
Exhaust System.
Slide 82
 MI-04 / MI-07 SECM Fuel Management and Drive By Wire (DBW)

The Accelerator Assembly uses two (2)

Potentiometers, Accelerator Pedal Position
1 (APP1) and Accelerator Pedal Position 2
(APP2), to detect Accelerator Pedal
Position.
The SECM uses a series of Algorithms to
“Self-Calibrate” and cross check the signals
from the Accelerator Pedal Assembly.
The SECM will set a Fault Code #691 when it
detects a 20% or greater difference between
APP1 and APP2.
A Demand Position for the Throttle will then
be derived and sent to the Throttle as a
Throttle Position Sensor Demand (TPSd).
The signal will be processed through a PID
(Proportional, Integral, Derivative)
Controller in the SECM to achieve the
appropriate Motor-Current Response then
passed to the Throttle.
The Throttle moves to the Commanded
Position and provides a feedback signal
from the Throttle Position Sensors (TPS1 &
TPS2) to the SECM.

Slide 83
 Dither Valve (Fuel Trim)
The Fuel Trim Valve or Dither Valve Fuel Trim Valve or
is a Bosch two-way electric Dither Valve
solenoid valve and is controlled by
a pulse width modulated signal
(PWM) provided by the SECM. The
MI-04 System has one (1) Dither
Valve and the MI-07 System has two
(2) Dither Valves.
The Dither Valves are used to bias MI-04 has
the output fuel pressure on the N- only one
2001 (MI-04) and N-2007 (MI-07) (1) Fuel
regulators by metering air valve Trim Valve
vacuum (AVV) into the reference
side of the N-2001 & N-2007 MI-07 has
secondary diaphragm. two (2)
If pressure on the reference side of Fuel Trim
the N-2001 or N-2007 secondary Valves.
diaphragm is reduced, the
secondary valve will close,
reducing fuel flow and leaning the
air/fuel mixture.

Slide 84
 MI-04 Fuel Trim / Dither Valve Strategy
The mixer and regulator
combo are set up to be
2.0/2.4L MMC Fuel System
30% rich with 0 gauge LP Fuel
regulator bias pressure.
Pbias
The MI-04 system then
biases the regulator to FTV
achieve stoichiometry.
MI-04 Dither Valve system:
Pressure Regulator is
pressure-biased with one LPG
Bosch modulating valve.
Regulator reference Air
Pinlet
pressure bias range:
Pinlet >= Pbias > Pavv PAVV

Air/Fuel

Slide 85
 MI-07 Fuel Trim / Dither Valve Strategy
The mixer and regulator
LP
combo are set up to be
30% rich with 0 gauge Pbias
regulator bias pressure. 4.3L GM
The MI-07 system then
biases the regulator to Pinlet
AIR
achieve stoichiometry.
MI-07 Dither Valve system:
Pressure Regulator is LPG
pressure-biased with two
Bosch modulating valves,
pulsed opposite (180°) of
each other. PAVV
Regulator reference
pressure bias range:
ORIFICE
Pinlet >= Pbias > Pavv
AIR/FUEL

Slide 86
 MI-07 Dual Dither Valve Advantage

MI-04

MI-07

Slide 87
 Fuel Trim Dither Valve
The MI-04 and MI-07 Systems are calibrated to run “rich”
without the Dither Valves.
Increasing the amount of times the Dither Valve opens
(modulation or Duty Cycle) causes the air/fuel mixture to
become leaner,
leaner decreasing the duty cycle of the valve
enriches the air/fuel mixture.
The balance line connects one side of the branch-tee fitting
on the N-2001 or N-2007 regulators and then to an orifice
fitting on the mixer, this is the atmospheric reference.
The remaining side of the branch-tee fitting connects to the
Dither Valve inlet (small side).
The Dither Valve outlet (large connector side) connects to
the AVV port.

Slide 88
 MI-04 Fuel Trim Hose Routing for 2.0/2.4L MMC

Slide 89
 MI-04 Fuel Trim Hose Routing for 4.3L GM

Slide 90
 MI-07 Fuel Trim Hose Routing for 2.0/2.4L MMC

Fuel Temp Sensor

Mount Trim
Valves
CA55 Mixer
Vertically

N2007
Orifice “Y” Regulator

Slide 91
 MI-07 Fuel Trim Hose Routing for 4.3L GM

Mount Trim
Valves
Vertically
Fuel Temp Sensor

Orifice “Y”

Slide 92
 Ignition Management
MI-04 SECM, 1 Plug, 24 Pins

MI-07 SECM, 2 – 24 Pin Plugs

for a total of 48 Pins

Slide 93
 Ignition Management
Mitsubishi 30-
30-5 Timing Wheel

The Clark MI-04 and MI-07 uses GM 4.3L Crank Sensor

TIER III ONLY
a distributor based ignition
system in three configurations
Mitsubishi 30-5 VR (Variable
Reluctance) signal
GM EST System (TIER II ONLY)
GM EST System with 3X or 58X
Crank Sensor (TIER III only)
Smart Coil
The distributor will have no
internal advance mechanism GM Distributor

Ignition timing is calculated by

the SECM based on
RPM
TPS
TMAP

Slide 94
 Ignition Management
The SECM can read RPM as
Why 30-5 ? low as 50 rpm with the 30-5
compared to 100 rpm for 2X
0˚ TDC (Mitsubishi Distributor
29 sensor).
Faster SECM
25
synchronization to the
engine enabling a much
shorter crank time
7
More accurate ignition
timing, especially during fast
rpm transients
Better cold-start ability
19

14

Slide 95
 Ignition Management
VR Sensor is mounted
on a crank case bracket
The VR to gear tooth
gap is adjustable
This sensor provides all
of the speed (RPM)
feedback information to
the SECM

Slide 96
 Ignition Management
The MI-04 and MI-07 systems for the MMC 2.0L/2.4L
engines use a single coil, which incorporates the ignition
driver circuitry inside the coil itself.
The SECM signals the “smart coil” when to begin its dwell
cycle then the coil waits for the trigger signal from the
SECM.
The “smart coil” eliminates the need for a driver circuit
inside the SECM or externally from the coil. Using a single
VR sensor and “smart coil” eliminates multiple sensors
and coil packs used in more complex ignition systems.

The Smart Coil requires a minimum

Smart Coil System Voltage of 9.6 Volts to ensure
proper operation.

Slide 97
 Ignition (GM 4.3L LP) TIER II ONLY
With the GM EST ignition,
Delco EST Ignition
the spark is sent to the (Electronic Spark Timing)
appropriate cylinder in the
conventional way via the
rotor arm and spark plug
wires.
The SECM uses the signal
from the GM Delco Ignition
Module to determine the
engine position and RPM at
any time.
THERE IS NO CRANK
Ignition Module
SENSOR USED ON TIER II
GM 4.3L ENGINES.

Slide 98
 Ignition (GM 4.3L LP) TIER III ONLY
Delco EST Ignition
(Electronic Spark Timing)
With the GM EST ignition, the spark
is sent to the appropriate cylinder Ignition Module
in the conventional way via the
rotor arm and spark plug wires.
The SECM uses the signal from the
3X or 58X Crank Shaft Sensor to
determine the engine position and GM 4.3L Crank Sensor
RPM at any time. TIER III ONLY

The SECM Part No. #1240039

determines the TDC but not the
Stroke of all of the Engine Cylinders
using a 3X Crank Sensor.
The SECM Part No. #1240914
determines the TDC but not the
Stroke of only the NO. #1 Cylinder
using a 58X Crank Sensor
The 3X and 58X Crank Sensors use
different SECM’s, the above Part Crank Sensor
Numbers are subject to change so
ALWAYS consult PartsPRO for the
proper SECM Part Number.

Slide 99
 Ignition (GM 4.3L LP) TIER III ONLY
In order to Determine which Crankshaft
Sensor is in the Engine look for the
Manufacturer’s Engine Code on the
Leftside of the Oil Pan (Sitting on the
Operator’s Seat of the Lift Truck).
If the Engine Code is an 8LTor higher as
the example to the right shows, the
Engine uses a 58X Encoder.
If the Engine Code is a 7LT as the
example to the right shows, the Engine
uses a 3X Encoder.
You can also tell which Encoder the
Engine uses by looking at the Software
Version on the SECM in the Moto Update
Screen of the Service Tool.
If the Software version is
MI07SEQ062Vxx_G43_58_C_T_P_xxx the
58 in the Software String indicates the
Engine uses a 58X Encoder.
If the Software version is
MI07SEQ062Vxx_GM43_LP_C_T_P_xxx
the LP in the Software String indicates
the Engine uses a 3X Encoder.

Slide 100
 Ignition (GM 4.3L LP) TIER III ONLY
CGC470

CMP450

Slide 101
 Mechanical Timing Adjustment on the 2.0/2.4L MMC Engines

MMC Crankshaft Pulley

With the MI-04 and MI-07
systems all ignition timing
advance is controlled by the
SECM.
The only timing adjustment that
can be made by a technician is
the mechanical alignment of the
distributor.
The SECM uses a 40° timing
window from –5° ATDC to
35° BTDC.
Using the timing indicator on the
crankshaft pulley, set the engine
on 0°Top Dead Center (TDC) of
number 1 cylinder.

Slide 102
 Mechanical Timing Adjustment on the 2.0/2.4L MMC Engines

Remove the distributor rotor

cap and verify that the
distributor rotor is lined up with
#1 cylinder on the distributor
cap.
Remove the distributor rotor
and dust cover so that the
internal VR sensor and signal
rotor gear are visible.
The distributor’s internal VR
sensor is only used as an
alignment reference point for
setting the correct distributor
position.

Slide 103
 Mechanical Timing Adjustment on the 2.0/2.4L MMC Engines

Loosen the distributor hold

down nut and rotate the
distributor so that the signal
rotor gear tooth of the #1
cylinder (tooth opposite the flat
side of the distributor shaft)
lines up with the sensor
pickup.
To correctly set the distributor,
align the center of the #1
Correct Alignment cylinder tooth with the leading
edge of the VR sensor pickup.
Incorrect Alignment
Once the proper alignment is
obtained, lock the distributor in
place by tightening the hold
down nut and re-install the
rotor, dust cover and rotor cap.

Slide 104
 2.0/2.4L MMC Engines VR Sensor Adjustment
VR Sensor
*This completes setting ignition
timing and sets the center of the
SECM ignition control range at
15° BTDC.
Slide 105
Rotate the crankshaft pulley so
that one of the gear teeth on
the timing wheel aligns in the
center of the VR sensor.
Adjust the gap between the
sensor and the gear tooth from
1.25mm to 1.5mm.
To check for gear run-out,
rotate the crankshaft pulley
180° and align a timing gear
tooth in the center of the VR
sensor pickup, then verify that
the sensor gap is still within
1.25mm to 1.5mm.
 Setting Initial Ignition Timing on TIER II & III GM 4.3L

Slide 106
 Setting Initial Ignition Timing on TIER II & III GM 4.3L

Slide 107
 Setting Initial Ignition Timing on TIER II & III GM 4.3L

Slide 108
 Setting Initial Ignition Timing on all TIER II Engines

Slide 109
 Setting Initial Ignition Timing on all TIER III Engines

Adjusting the Timing on all TIER III Engines is similar to all TIER II Engines when using
the Spark Advance Override in the “Manual Override” Pages of the Service Tool Screens.

Slide 110
 SECM Fuel Management

The Sensors used in Fuel Management include:

HEGO (Heated Exhaust Gas Oxygen Sensor)
MI-04 has Pre-Cat only.
MI-07 has Pre-Cat and Post-Cat.
VR
Variable Reluctance Crankshaft Sensor.
TMAP
Temperature / Manifold Air Pressure.

The HEGO signal is converted to an Air /Fuel

Ratio Value by the SECM.
This Value is compared to a target value in the
SECM which optimizes the Catalyst Efficiency
for a given load.
The SECM then calculates any necessary
corrections to the Air/Fuel Ratio.

Slide 111
 HEGO Sensors & Emission Control
The MI-04 system utilizes one
Pre-Catalyst O2 Sensor HEGO (O2) sensor. It is a pre-
MMC 2.0L catalyst sensor that detects the
amount of oxygen in the exhaust
stream and is considered the
control point.
The MI-07 system utilizes two
HEGO (O2) sensors. One sensor is
a pre-catalyst sensor that detects
the amount of oxygen in the
exhaust stream and is considered
the primary control point.
The second sensor is a post-
catalyst sensor that detects the
amount of oxygen after the catalyst.
Woodward requires that all MI-07
exhaust systems be bubble tight to
a pressure of 21 kPa above ambient
(3 psig).

Slide 112
 HEGO Sensors
In the MI-04 and MI-07
Systems the pre-catalyst
Pre-Catalyst and Post Catalyst sensor heater is powered by
BOSCH O2 Sensors the main power relay at key
on.
In the MI-07 System the
post-catalyst sensor heater
is powered from an
additional relay that is
controlled by the SECM.
This relay is only energized
when the SECM calculates
that engine temperature is
sufficient to eliminate water
condensation after the
catalyst. This is to avoid
thermal shock of the sensor
that could prematurely fail
the sensor.

Slide 113
 HEGO Sensors

Slide 114
 HEGO Sensors

Slide 115
 HEGO Sensors

Slide 116
 HEGO Sensor Emission Control
The Heated Oxygen Sensor is a Zirconium
Dioxide Type Oxygen Sensor with a hollow Zirconium Dioxide
internal element made of a ceramic material
(Zirconium Dioxide ZrO2), which is coated with O2 Sensor
a layer of Micro-Porous Platinum.
The Outer Layer is exposed to the Exhaust Gas Exhaust pipe
Stream.
The Inner layer is vented to Atmosphere
through the space between the wire and
insulation, and attached to a wire that connects
to the SECM. Sensor Housing
ZrO2
Once the ZrO2 reaches 600°F it becomes Solid Electrolyte
electrically conductive and attracts Negatively
Charged Ions of Oxygen. The Outer Layer is
exposed to the Exhaust Gas Stream.
The difference between the Oxygen in the AIR
Atmospheric Air and the Negative Ions of
Oxygen in the Exhaust Gas Stream generates a
potential through the Ceramic Zirconium
Dioxide which is transmitted to the SECM.
A Heated Element is added in order to conduct
an Electrical Signal at Temperatures below Pt
600°F. Two wires provide the +12VDC Signal Inner Electrode
and Ground for the Heater Element.
The system operates in open loop fuel control
until the engine has done a certain amount of
work.
This ensures that the engine and HEGO are
sufficiently warmed up to stay in control. In
open loop control, the FTV duty cycle is based
on engine speed and load.

Slide 117
 HEGO Sensor Emission Control
Zirconium Dioxide Heated
Exhaust Gas Oxygen
Sensor (HEGO)
The Oxygen Sensor
usually generates a
minimum potential of 0.2
Volts and a maximum
potential of 0.9 Volts.

When the Air/Fuel Mixture

is balanced or at
Stoichiometric, which is
14.7 to 1 for Gasoline, and
15.0 to 1 for LP Gas, the
sensor will read between
.450 to .500 Volts.

Slide 118
 HEGO Sensor Emission Control

These are examples of

Wave Patterns you
might see when
observing the Oxygen
Sensor.

A good pattern will

typically split half the
pattern above and half
the pattern below
0.450mV. This pattern
was taken using the
Charting Menu of the
“MotoViewer”
Diagnostic Software.
Slide 119
 TMAP Sensor

Slide 120
 TMAP Sensor

Slide 121
 Catalytic Muffler

Slide 122
 Catalytic Muffler

Slide 123
 Catalytic Muffler

Slide 124
 Air / Fuel Ratio Control

Slide 125
 Emission Control
Once the HEGO reaches Mitsubishi 2.0L
operating temperature the
fuel management is in
closed loop control for all
steady state conditions,
from idle through full
throttle. In closed loop
mode, the FTV duty cycle is
based on feedback from the
HEGO sensor.
The system may return to
open-loop operation when Main Power Relay 1 (MPR1) Pre O2 Heater
engine load or engine speed O2 Heater Relay (O2HR) Post O2 Heater
vary beyond a programmed
threshold.

Slide 126
 Key On Power Sequence
Key
Switch ON

Battery
Post-Cat Post O2
O2 HTR
SECM 48 Heater
Relay

DRVP Pre O2
CRANK HTR
MIL

Main
Power
Relay

Lock Off

FTV IGN

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 Key OFF Power Sequence
OFF
Key
Switch
Throttle Spring
Battery
Return Test
SECM 48 Throttle at Key Off in
TIER III
Software. At
Key On in TIER II
Main
Software.
Power De-Energized
Relay

Slide 128
 ANY
QUESTIONS?

Slide 129