Doosan

4G6 Mitsubishi ENGINE

Training
Presentation
Doosan Engine Systems Training
A new 2.4 L LPG & DF engine has been introduced in the product line form Jan
01, 2015 onwards, to replace the GM 2.4L LPG & DF G424F and G424FE in the
P-5 Series of CG2 Range.
Among other features, this new engine has more Power;
MMC G424P(E) ==> 65.6 HP (48.9 kW)
GM G424F(E) ==> 62.0 HP (46.2 kW)
Also, more Torque:
MMC G424P(E) ==> 183.2 Nm @ 2000 RPM
GM G424F(E) ==> 181.0 Nm @ 2200 RPM

The Models and Serial Number Range affected are as follows:

TRUCK MODEL:
CG20P-5, CG25P-5, CG30P-5, CG33C-5
ENGINE TYPE:

MMC 2.4L G424PE Tier 3 LPG

MMC 2.4L G424PE Tier 3 Dual Fuel

MODEL CODE (SERIAL NUMBER RANGE):

CG20P-5 ==> FGA0A-1810-00001~UP & FGA0A-1830-00001~UP

CG25P-5 ==> FGA0B-1810-00001~UP & FGA0B-1830-00001~UP
CG30P-5 ==> FGA0C-1810-00001~UP & FGA0C-1830-00001~UP
CG33P-5 ==> FGA0D-1810-00001~UP & FGA0D-1830-00001~UP
CG35C-5 ==> FGA0E-1810-00001~UP & FGA0E-1830-00001~UP

CVN DESCRIPTION:

1810 ==> Tier 3 LPG, OCDB

1830 ==> Tier 3 Dual Fuel, OCDB
Doosan Engine Location
Mitsubishi 2.4L

MMC 4G6 –2.4L

What’s new with regards key components

- Intake manifold/fuel system and Exhaust manifold sides reversed
- Starter on opposite sides (under intake)
- Oil filter on opposite sides (under exhaust)
- Water in and outlet locations remain on same side
Specification/Features
MMC 2.4L
Displacement 2.351 L

BxS / BC (mm) 86.5x100 / 93

Deck Height 235mm

Block Mat’l Cast Fe

Head Mat’l Cast Al

Valvetrain SOHC – 4V

Compression Ratio 9.5 : 1

Ignition Coil @ Plug

Balance Shaft YES

Features YES
Premium Valve Seats 10,000 hours
B10 Life
YES
Premium timing belts 5,000 hours
Service interval
Front cover seals YES
ENGINE MODELS

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

Camshaft Belt

Colour scheme – 2.4L cam Belt

Balance Shaft Belt

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

• Long life / low maintenance belts - (PSI exclusive)

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

• Low NVH (Noise, Vibration, Harshness)

- Cam/balance shaft belts – quieter than conventional gear drive system
- Balance shaft – less vibration (smoother running engine)
- Bearing cap “ladder” – enhanced low end structure for reduced noise
PSI L4 Features - LPG Cert
Coil @ Plug
Ignition

Fuel lock-off

Vaporizer - with water

Intake, ETC, feed and return lines
Mixer, DEPR

Transmission adapter

Moulded fuel inlet Crank Sensor

Flywheel
with integral
58X teeth

Cast iron block

(with balance shaft)
PSI L4 Features - LPG Cert

Alloy cylinder PSI front cover with

head 1X cam timing wheel &
4V - SOHC Cam sensor

Inlet side
blocking
thermostat

Oil Pressure sensor

Stamped steel pan & adapter
 PSI L4 Features - LPG Cert

Vaporizer & bracket

Vaporizer water feed

Hi fan bracket
and pulley
Assembly

Exhaust manifold Fan tensioner

- Upward Facing
(with heat shield)

3 pulley crank
Alternator
& brackets

Oil filter adapter

 PSI L4 Features - LPG Cert

Feed port for cab

Heater (option)

Vaporizer water
return

Water outlet
w/coolant sensor

Starter –
Transmission
adapter mount
Engine
mounted ECU

Balance Shaft tunnel

Summary
• Mitsubishi engine offers a proven, hi tech engine alternative with numerous feature benefits

• Power advantage over competitor with numerous alternatives for power management
including:
• Lower engine speed and/or power management combination for improved fuel economy

• Durability advantage / Long life features over competitors.

• 10,000+ hour B10 valve train life – more than double that of most competitors.
• Hydraulic lash adjusters - no valve train adjustment for life
• 5,000 hour camshaft/balance shaft belt change interval (double that of most competitors
belt life)
• Full front cover seal system to keep debris away from timing belt

• Low Noise & vibration

• Balance shaft eliminates 2nd order imbalance
• Bearing cap ladder provides high structure to lower end (reduced noise)
• Cam/balance shaft belts quieter than gear driven valve train
• Power management strategies with larger displacement engines (lower engine
speed) offer additional noise reduction alternatives
• Overall engine noise levels of SI automotive engines is significantly lower than gasified
diesels
Summary (Continued)
• No fuel consumption penalty vs. most competitors at comparable power levels

• Potential for reduced fuel consumption depending on power management strategy

• No heat rejection penalty vs. most competitors at comparable power levels

• Serviceability advantage – easy access to fuel system, starter/ECU

• MPFI gasoline fuel injection (Petrol models) has cold start advantages over throttle
body injected gasified diesels

• Hi tech ignition system (58X Crank / 1X Cam / Coil at Plug) optimizes engine operation for
performance, and start ability. Enables sequential fuel injection (reduced emissions) on
petrol / gasoline.

• Inlet side thermostat provides faster warm-up and enhanced engine durability due to
reduced thermal cycling.

• Using EControl fuel system – same proven systems currently in use by other Customers.

• Full support of PSI team – design, development, software, calibration, service, field support.
 Performance – Heat Rejection

• Based on engine architecture, BSHR (Brake Specific Heat Rejection) of the Mitsubishi family will
be comparable to the most competitors. Heat rejection will be about equal for equal power
levels utilized.

• Mitsubishi engine uses an inlet side thermostat and can run

the engine slightly hotter. This is good for engine efficiency
and can also enable slight improvements in cooling system
efficiency (radiator can reject more heat).

• Coolant sensor is located at water outlet (hottest point

in engine). EControls has mapped out the coolant profiles
to account for this.

Water outlet
w/coolant sensor
Mitsubishi Cooling Circuit* - Closed Thermostat

* Note: Diagram does not reflect actual engine geometry

Air Bleed
(to rad hi point)

R
a
Cylinder Head d
i
Engine Block a
t
o
Uses blocking
bypass stat r
Oil Pan 3mm “Jiggle Pin”
Orifice (1 way bleed)
Mitsubishi Cooling Circuit* - OPEN Thermostat

* Note: Diagram does not reflect actual engine geometry

Air Bleed
(to rad hi point)

R
a
Cylinder Head d
i
Engine Block a
t
o
Uses blocking
bypass stat r
Oil Pan 3 mm “Jiggle Pin”
Orifice (1 way bleed)
 Thermostat operation

Mitsubishi

STO = 82C “STO” – Start to Open

FO = 95C “FO” – Fully Open

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

Balance shaft

• Drastically reduces 2nd order imbalance – primarily vibration levels that are transmitted
thru the truck (via mounts, etc.). Vibration is also a source of noise – can help reduce
noise levels (isolation dependent)
• Perceived engine quality – no shakes/vibrations – is noticeable. Potential FLT c
savings due to less need for “hi end” isolation techniques
• Adds mass to engine
PSI / Mitsubishi L4 Feature Benefits

Feature Benefit
Larger displacement – 2 options available 2.0L and More torque/power available – ability to operate at lower speeds
2.4L and power manage for improved fuel efficiency
Balance Shaft Eliminates 2nd order vibrations at all speeds – reduced noise and
vibration
Premium valve seat inserts Valve train durability on gaseous fuels enabling 10,000+ hour B10 life

Hydraulic lash adjusters Service free valve train for life of engine (no service adjustment
required as on mechanical lash system)
Premium camshaft and balance shaft belts Extends service interval to 5000 hours. Quieter than gear or chain
driven components
58X Crank / 1X Camshaft position sensing for Enhanced spark control for improved performance & emissions. On
ignition system gasoline, facilitates sequential fuel injection for improved start
ability.
Coil at Plug Ignition No waste spark - reduced propensity for backfire

Inlet side thermostat Enhanced durability due to reduced thermal cycling after cold start

Proven PSI/EControls fuel system Known hardware experience at Tennant and Tennant customers

Common vehicle interface connector No impact to current Tennant interface

PSI Support PSI services include MOR, calibration and software support, field
support – ability to quickly respond to Tennant needs
Crank and Cam Sensor
Crank Signal (CKP) Notes
• - PSI uses a VR sensor (aka Mag PU). Signal is symmetric about 0 VDC with amplitude increasing with
speed (minimum required Vp-p=1.00V during cranking, maximum Vp-p=200V)
• - Mag PU uses the 0 VDC cross of the positive/negative signal which corresponds to the falling edge of the tooth
• - For Mag PU, the presence of metal will cause a positive voltage amplitude and the absence of metal will
cause a negative voltage amplitude
• - For processed signal - there are 58 falling edges (spaced 6 degrees apart) - 2 missing edges (#59 and #60)
• - For PSI/ECI, the falling edge of tooth number 2 is referenced as the Sync Edge
• - TDC #1 cylinder is the falling edge of the 11th tooth, past the sync tooth (i.e. - falling edge of tooth #13)

CAM Signal (CMP) Notes

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

TDC #1 11 teeth past sync tooth

Crank Sensor

sync tooth is 2nd tooth past -2

 Cam Fault Codes (DTC’s)

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

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

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

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

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

2.4L Mitsubishi Coil at Plug

ECU
TIMING BELT REMOVE AL AND INSTALLATION
 2. Remove Pulleys. No puller required
1. Remove bolts from the Fan Pulley and the Crank Shaft Pulley

3. Remove Lower Cover 4. Remove Cam Shaft Wheel Cover

 4

1 2

2
3

3 4
5. Remove Adjuster and Adjuster Wheels 6. Align all Timing marks for Re-Assembly
7. Install Timing Belt “B” 8.Install Tensioner on Engine

9. Install Timing Belt “A”

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

38
PSI Basic Engine Upgrade – PSI exclusive VSI
• PSI Provided Valve Seat Inserts (VSI) – Intake and Exhaust for LPG engines
- Premium materials to provide extremely long life on gaseous fuels (B10 =10,000+ hr life on LPG*)
- Hydraulic lash adjusters on the 2.4L version
- Results in no valve train adjustments required for life of engine

Intake
VSI

Exhaust
Production ID marks
VSI
(PSI seat identifier – 4X)

39
 LP Fuel System

• LPG Fuel Tank Supply

• Fuel Filter
• Electric Lock Off Valve
• Duel Stage Regulator (DSR)
• Direct Electronic Pressure Regulator (DEPR)
• Regulator Air /Fuel Mixer
• Electronic Throttle Body (ETB)
FRESH AIR

LIQUID LPG FUEL HIGH PRESSURE

LPG LOW PRESSURE FUEL

INSTRUMENT
FUEL MANUAL
LPG AIR FUEL MIXTURE LPG TANK PANEL
FILTER VALVE
ENGINE COOLANT
EXHAUST GASES

GASOLINE SUCTION SELECT

ELECTRIC
GASOLINE PRESSURE LOCK OFF SW ITCH
GASOLINE REGULATED

GASOLINE DUAL STAGE FPP

Duel Fuel
TANK REGULATOR

EPR CAN
FUEL
FILTER ECI ECM

AIR FILTRATION
MIXER
SYSTEM

ELECTRIC
FUEL
PUMP

TPS 1&2
RETURNLESS
ETB
FUEL TMAP - +
PRESSURE BATTERY
REGULATOR INTAKE MANIFOLD

IGNITION
COIL PACK
GASOLINE FUEL RAIL
ECT
OIL
CCK
ALTERNATOR CPK
KNK
STARTER
EXHAUST MANIFOLD
HEGO

CATALYST

HEGO

ECI00003 REV A
41
 AIR FILTER
Duel Fuel System

LOW PRESSURE
LOCK-OFF VALVE

EPR

THROTTLE

MIXER/CARBURATOR
VAPORIZER

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

•Although Fuel
Pressure can be
tested at the test
port on the fuel
rail, some newer
models lack this
fitting and can be
checked using the
E-Controls
software.
Fuel Pressure & Temperature Manifold
2.3vdc
•E-Controls calculates the fuel
pressure by reading the voltage drop
returning to pin 54 at the ECM,
labelled (FRP)
•By placing the leads of a DVOM at the
WHT/LT GRN wire (TERMINAL D) and the
BLK/LT GRN wire (TERMINAL A), the voltage
from the Fuel Pressure/Temperature
Manifold can be measured directly
 The allowable resistance on the injectors is 12.0 ± 0.6 ohms

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

The Injector Angle can be seen on the

above view as the fuel is supplied in
a split stream from the Injector
FRESH AIR

LIQUID LPG FUEL HIGH PRESSURE

LPG LOW PRESSURE FUEL

INSTRUMENT
FUEL MANUAL
LPG AIR FUEL MIXTURE LPG TANK PANEL
FILTER VALVE
ENGINE COOLANT
EXHAUST GASES

GASOLINE SUCTION SELECT

ELECTRIC
GASOLINE PRESSURE LOCK OFF SW ITCH
GASOLINE REGULATED

GASOLINE DUAL STAGE FPP

TANK REGULATOR

EPR CAN
FUEL
FILTER ECI ECM

AIR FILTRATION
MIXER
SYSTEM

ELECTRIC
FUEL
PUMP

TPS 1&2
RETURNLESS ETB
FUEL TMAP - +
PRESSURE BATTERY
REGULATOR INTAKE MANIFOLD

IGNITION
COIL PACK
GASOLINE FUEL RAIL
ECT
OIL
CCK
ALTERNATOR CPK
KNK

STARTER
EXHAUST MANIFOLD
HEGO

CATALYST

HEGO

ECI00003 REV A
Liquid Propane Vapour
LPG Tank and Filter

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

• Supplied power from Vsw through a LPG switch at the dash

• Grounded by ECM through a LSD at pin 77
• Pilot opens allowing pressure to outlet side through pilot hole
• Pressure begins to equalize and main valve opens

Pilot
120psi -180 psi Coolant in/out
steady on both
sides of LPL
LPG Fuel
Primary
Pressure System
2 - 4 psi

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

Secondary Pressure
3.5kPa
(14.05 inches H2O)
 DSR (Dual Stage Regulator)

Regulator performs 2 functions:

Vaporizes liquid fuel
Regulates fuel pressure
 Only maintenance is periodic draining
Refer to maintenance schedule

Fuel Inlet

Coolant Primary

Secondary

Fuel Outlet
54
 Secondary Stage
Fuel from the primary chamber enters the secondary chamber at the secondary seat. The secondary
diaphragm is connected to the secondary seat lever on the front side The secondary diaphragm rests
against a spring on the back side

Fuel enters the secondary chamber and flows through the secondary chamber on to the DEPR. With
the DEPR open the fuel passes through and stops at the Ventury valve of the Mixer and The
pressure builds in this circuit until the pressure acts on the secondary diaphragm and pushes it
against the spring

The spring allows the diaphragm to move causing the secondary lever to move which
closes and opens the seat

These opposing forces of fuel pressure and spring pressure acting on the secondary
diaphragm and lever/seat control the pressure in the secondary chamber

The fuel outlet port is in the secondary chamber and fuel flows out of this port to the
DEPR and continues on to the Mixer Ventury Valve where it stops.

Secondary Stage 3.8 ±2.5 kPa

( 15.25 ±10 inches H20)
0•5psi

Primary Stage 18 ±10 kPa (2.6 ±1.45PSI)

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

 Stand-alone module
 Controlled via CAN messages
from ECM
 Contains:
 Control Module
 Pressure sensor
 Temperature sensor
 Fast acting solenoid valve
The Left Hand hole Serves no function
However it is connected to the Hole
next to it and exits in the Throat of the
DEPR. It is sensing the fuel delivery
pressure into the Mixer.
(Gaseous Pressure Actual)
The Hole on the Right is measuring
the Mixer Air pressure.
Both the Right and the Middle Holes are
Connected to the deltaP Sensor on the PCB
assembly
The Hole on the Right is connected through
a One Way Check to the Middle Hole. (See
inset for Direction of flow).

Temperature Probe

Check Valve
• All mechanical unit
– No electrical/electronic controls
•As throttle opens, the
engine's pistons pull down
against the inside top of the
mixer assembly

•This pull creates a negative

pressure that lifts the mixer
diaphragm up, exposing the
throat of the mixer to the
incoming fuel

•This negative pressure

draws the fuel from the fuel
inlet into the engine

59
 FPP

Electronic Throttle Body

TPS 1
Internal TPS

TPS 2

RPM

MAP Throttle Position Sensor- (TPS)

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

60
 I/O- Sensors

FPP

TPS 1

TPS 2

RPM

MAP

ECT

AIR TEMP

O-2 Crank Position Sensor (CKP)

PSI uses a VR sensor (aka Mag PU). Signal is symmetric about 0 VDC
CKP with amplitude increasing with speed

The CKP (Crankshaft Position Sensor) is a magnetic transducer mounted on the

CMP
Top of the Flywheel Housing above the pulse wheel located on the Flywheel. It
determines crankshaft position by monitoring the pulse wheel. The Crankshaft
position sensor is used to measure engine RPM and its signal is used to
synchronize the ignition system.
 POWER SOLUTIONS
INTERNATIONAL

sync tooth is 2nd

tooth past -2

I 0
I
0

311412011

Crank Sensor
Sync Tooth, 2nd tooth after -2 Sync Tooth,2nd tooth after -2 Sync Tooth,2nd tooth after -2

TDC #1(Compression) TDC #4 (Compression)

TDC#l

11 teeth or approx 68 degrees

720 Degree Crank Rotation

+ +- + +- +- + +- + +-
 Cam Sensor

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

CAM Signal (CMP)

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

TMAP SENSOR
TPS 1
The TMAP is a combined IAT (Intake Air Temperature)
and MAP (Manifold Absolute Pressure) sensor. A
temperature sensitive resistor is used in the TMAP
TPS 2 located in the intake manifold of the engine. It is used to
monitor incoming air temperature, and the output in
RPM conjunction with other sensors is used to determine the
airflow to the engine.
MAP
Manifold Absolute Pressure (MAP) Sensor
ECT
The Manifold Absolute Pressure Sensor monitors the changes in intake manifold vacuum
which result from engine load variations. These pressure changes are relayed to the
AIR TEMP
electronic control unit in the form of electrical signals. The sensor also indicates the changes
in atmospheric pressure due to changes in altitude.
O-2

Inlet Air Temperature Sensor (IAT)

CKP
The Air Temperature Sensor is variable temperature sensitive resistor. The IAT sensor
monitors the manifold air temperature which is a factor in air density measurement.
CMP The engine air/fuel ratio is maintained constant even though the engine air density
varies.
Temperature Manifold Absolute Pressure
(TMAP) sensor
• This portion of the TMAP uses a
Piezo-resistive crystal that changes its resistance
to current flow with a change in pressure
applied to the sensing diaphragm.

• The ECM provides a 5 volt reference to

terminal #3 on the TMAP, while the applied
pressure moves the “arrow” along the resistor
causing a change in current flow back through
the signal wire to ECM terminal #33.

MAP Sensor Pressure/Voltage Relationship

5
Output Voltage (V) yy

0
0 5 10 15 20 25 30
Pressure (psi)
Temperature Manifold Absolute Pressure
(TMAP) sensor – IAT PORTION

TMAP Thermistor Temperature/Resistance Relationship

245

195

Temperature (deg. F.) yy 145

95
•This portion of the TMAP uses a
Negative Temperature Coefficient (NTC) 45

Thermistor.
•The ECM provides a 5 volt internal reference to -5
30,000 10,000 5,000 1,000 500 100
terminal #2 on the TMAP. Resistance (ohms)

•This is a voltage divider circuit

 FPP
Engine Coolant Temperature-(ECT)
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor
located in the engine coolant. It is used for the engine airflow calculation, gasoline cold
TPS 1
enrichment, spark advance and to enable other temperature dependent features.

TPS 2
Temp Ohms
(deg F)
RPM 242.4 101

231.9 131
MAP 211.6 175
201.4 209
ECT AIR ECT Thermistor Temperature/Resistance Relationship
181.9 302
245
163.1 434
TEMP
144.9 625
195
Temperature (deg. F.) yy

127.4 901
O-2
145 102.4 1,556

CKP 78.9 2,689

95
49.9 5,576

45
23.5 11,562
CMP
-5.7 28,770
-5 -21.2 49,715
30,000 10,000 5,000 1,000 500 100
Resistance (ohms) -30.8 71,589
-40.0 99,301
 I/O- Sensors
FPP

TPS 1

TPS 2

RPM

MAP

ECT

AIR TEMP

O-2

The HEGO or HO2S sensor is used to determine if the fuel flow to the engine is correct
CKP by measuring the oxygen content in the exhaust gas. The sensor generates voltage in
the absence of oxygen, when the sensor reaches an operating temperature of above
CMP
315 C.
The output voltage is zero to approximately one volt. The ECM uses this voltage
information to correct the air fuel mixture.

The Spectrum system uses a 4 wire sensor that includes a built in 12 volt heating
element. This allows the sensor to operate independently of the exhaust gas
temperature.
 Post-Cat O2 Sensor

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

Temperature Mass
Air Pressure
(TMAP)

Engine Oil Pressure

Crank Sensor
(CKP)

Engine Coolant Temperature (ECT)

 LPG Fuel Systems Operation

The initial State:

The Ignition is off and the Lock Off Valve is without Power. In this state the Lock Off Valve is Closed and
no fuel is being transferred to the Fuel System.

72
 LPG Fuel Systems Operation

The Ignition on only:

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

73
 LPG Fuel Systems Operation
Ignition On and Cranking:
With the Engine cranking the Lock Off valve Opens as the ECM sees 50 rpm and supplies 700 MA to the
Solenoid, fuel floods into the primary Chamber. Because the Secondary chamber Diaphragm is being
pushed down by the Spring the Secondary valve is also open.
This allows the fuel to go through the secondary chamber and on to the DEPR valve which is in the
opened position. The fuel then goes on through to the Mixer where it stops at the Mixer Ventury Valve. The
Diaphragm in the Mixer is being pushed down by the spring on the Top. Closing the Ventury Valve. This will
be momentary as the Engine builds vacuum in the Mixer Ventury.

74
 LPG Fuel Systems Operation
Ignition On and Engine cranking:
As the Pressure backs up until the Secondary Chamber pressure reaches 3.8 ±2.5 kPa (.5 psi)
( 15.25 ±10 inches H20) at that point the Secondary Valve closes and shuts the fuel off from the Primary
Chamber.
The pressure in the Primary chamber increases until the Primary Valve closes around the
2.6 ± 1.45 psi.

75
 LPG Fuel Systems Operation
Ignition on and Engine Cranking:
The DEPR is partially open and responds to AVV to keep fuel flowing and allowing fuel to enter into the
mixer ventury. At this moment the Secondary diaphragm starts to move down and allowing the
secondary valve to lift until the desired fuel pressure is delivered to the Mixer.
The fuel delivery is being controlled by the Cold Start Program and Throttle at this point.
The Engine is Cranking.

76
 LPG Fuel Systems Operation
Engine Running:
The Secondary Chamber Diaphragm (DSR Actuator) assisted by the Spring pushes down on the secondary lever in
response to the building Vacuum, Lifting the Secondary Valve Seat, Fuel begins flowing through the DEPR and then
into the Mixer.
Fuel temperature and Pressure are monitored by the DEPR and adjustments to A/F mixture are mapped by the ECM.
The Air Fuel Mixture is raw in the beginning until the Engine Temperature starts to increase to 90~100°F the point
where the system open Loop goes to Closed Loop + Active at this point the Fuel Trim is relying on the ECM to collect
Data and adjust A/F in the Short Term.
To achieve stoichiometry (14.7:1) the System needs to go to Closed Loop + Adaptive which it does when the Engine
Coolant Temperature reaches Thermostat open condition, at this point the ECM is storing Data into the Long Term
Memory for Future running. .
 Non Certified Difference
• No Catalytic Converter required.
• No Post Catalyst Oxygen Sensor Required
• Calibration difference for none Certified Engine.
Set up and operating the GCP Display/Plotter
Engine Control Module (ECM)
90 Pin & Sensors
Troubleshooting Using the GCP Display and Plotter
Over Fuelling up to 35% (Rich)
Under Fuelling to 35% (Lean)




 

GCP Display - Gauge Page






GCP Display - Raw Volts Page
GCP Display - Service 1 Page
GCP Display - Service 2 Page
GCP Display - Faults Page
 System Tests

LPG Tests Petrol/Gasoline

1. Spark Kill (Coil on Plug). 1. Spark Kill
2. Crank/Cam Data Log. 5. Compression Test
3. Distributor Alignment. 7. Injector Kill
4. DBW Test.
5. Compression Test.
6. Closed-Loop Test.
GCP Display - Test Page (Top)
GCP Display - Test Page (Bottom)
Loss of Spark #4 (Pre & Post Cat Shown)
Loss of Fuel Injector Kill #3 (Pre & Post Cat Shown)
Performing a Power- Balance Test
Normal O2 Switching with a Cat
 Visual Inspection

Intermittent problems are the most difficult to resolve. Before starting the diagnostic
procedures for intermittent DTC follow these preliminary checks:

• ECM ground connections must be clean, tight, and in their proper location.
• Vacuum hoses for splits, kinks and proper connections.
• Air leaks at the throttle body, throttle control unit and intake manifold sealing
surfaces.
• Ignition wires for cracking, hardness, proper routing and carbon tracking.
• Wiring for proper connections, pinches, cuts.
• Sensor connectors for damage, corrosion and contamination.
Recorded Faults will be shown at the bottom of the
Faults Pages
Example of the Diagnostic Trouble Code (DTC) cart
What if you don’t have a CAN tool or Laptop with you?
Blink Code Function