engine MITSUBISHI MONTERO 1998 Service Manual

full load. The Kent-Moore J-39021 is such a tool, though there are
others. The Kent-Moore costs around $240 at the time of this writing
and works on many different manufacturer's systems.
The second method is to use a lab scope. Remember, a lab
scope allows you to see the regular operation of a circuit in real
time. If an injector is having an short or intermittent short, the lab
scope will show it.
Checking Available Voltage At the Injector
Verifying a fuel injector has the proper voltage to operate
correctly is good diagnostic technique. Finding an open circuit on the
feed circuit like a broken wire or connector is an accurate check with
a DVOM. Unfortunately, finding an intermittent or excessive resistance
problem with a DVOM is unreliable.
Let's explore this drawback. Remember that a voltage drop due
to excessive resistance will only occur when a circuit is operating?
Since the injector circuit is only operating for a few milliseconds at
a time, a DVOM will only see a potential fault for a few milliseconds.
The remaining 90+% of the time the unloaded injector circuit will show
normal battery voltage.
Since DVOMs update their display roughly two to five times a
second, all measurements in between are averaged. Because a potential
voltage drop is visible for such a small amount of time, it gets
"averaged out", causing you to miss it.
Only a DVOM that has a "min-max" function that checks EVERY
MILLISECOND will catch this fault consistently (if used in that mode).\
The Fluke 87 among others has this capability.
A "min-max" DVOM with a lower frequency of checking (100
millisecond) can miss the fault because it will probably check when
the injector is not on. This is especially true with current
controlled driver circuits. The Fluke 88, among others fall into this
category.
Outside of using a Fluke 87 (or equivalent) in the 1 mS "min-\
max" mode, the only way to catch a voltage drop fault is with a lab
scope. You will be able to see a voltage drop as it happens.
One final note. It is important to be aware that an injector
circuit with a solenoid resistor will always show a voltage drop when
the circuit is energized. This is somewhat obvious and normal; it is a
designed-in voltage drop. What can be unexpected is what we already
covered--a voltage drop disappears when the circuit is unloaded. The
unloaded injector circuit will show normal battery voltage at the
injector. Remember this and do not get confused.
Checking Injector On-Time With Built-In Function
Several DVOMs have a feature that allows them to measure
injector on-time (mS pulse width). While they are accurate and fast to\
hookup, they have three limitations you should be aware of:
* They only work on voltage controlled injector drivers (e.g
"Saturated Switch"), NOT on current controlled injector
drivers (e.g. "Peak & Hold").
* A few unusual conditions can cause inaccurate readings.
* Varying engine speeds can result in inaccurate readings.
Regarding the first limitation, DVOMs need a well-defined
injector pulse in order to determine when the injector turns ON and
OFF. Voltage controlled drivers provide this because of their simple
switch-like operation. They completely close the circuit for the
entire duration of the pulse. This is easy for the DVOM to interpret.
The other type of driver, the current controlled type, start
off well by completely closing the circuit (until the injector pintle
opens), but then they throttle back the voltage/current for the
duration of the pulse. The DVOM understands the beginning of the pulse

but it cannot figure out the throttling action. In other words, it
cannot distinguish the throttling from an open circuit (de-energized)
condition.
Yet current controlled injectors will still yield a
millisecond on-time reading on these DVOMs. You will find it is also
always the same, regardless of the operating conditions. This is
because it is only measuring the initial completely-closed circuit on-
time, which always takes the same amount of time (to lift the injector
pintle off its seat). So even though you get a reading, it is useless.
The second limitation is that a few erratic conditions can
cause inaccurate readings. This is because of a DVOM's slow display
rate; roughly two to five times a second. As we covered earlier,
measurements in between display updates get averaged. So conditions
like skipped injector pulses or intermittent long/short injector
pulses tend to get "averaged out", which will cause you to miss
important details.
The last limitation is that varying engine speeds can result
in inaccurate readings. This is caused by the quickly shifting
injector on-time as the engine load varies, or the RPM moves from a
state of acceleration to stabilization, or similar situations. It too
is caused by the averaging of all measurements in between DVOM display
periods. You can avoid this by checking on-time when there are no RPM
or load changes.
A lab scope allows you to overcome each one of these
limitations.
Checking Injector On-Time With Dwell Or Duty
If no tool is available to directly measure injector
millisecond on-time measurement, some techs use a simple DVOM dwell or
duty cycle functions as a replacement.
While this is an approach of last resort, it does provide
benefits. We will discuss the strengths and weaknesses in a moment,
but first we will look at how a duty cycle meter and dwell meter work.
How A Duty Cycle Meter and Dwell Meter Work
All readings are obtained by comparing how long something has
been OFF to how long it has been ON in a fixed time period. A dwell
meter and duty cycle meter actually come up with the same answers
using different scales. You can convert freely between them. See
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE .
The DVOM display updates roughly one time a second, although
some DVOMs can be a little faster or slower. All measurements during
this update period are tallied inside the DVOM as ON time or OFF time,
and then the total ratio is displayed as either a percentage (duty
cycle) or degrees (dwell meter).
For example, let's say a DVOM had an update rate of exactly 1
second (1000 milliseconds). Let's also say that it has been
measuring/tallying an injector circuit that had been ON a total of 250
mS out of the 1000 mS. That is a ratio of one-quarter, which would be
displayed as 25% duty cycle or 15
dwell (six-cylinder scale). Note
that most duty cycle meters can reverse the readings by selecting the
positive or negative slope to trigger on. If this reading were
reversed, a duty cycle meter would display 75%.
Strengths of Dwell/Duty Meter
The obvious strength of a dwell/duty meter is that you can
compare injector on-time against a known-good reading. This is the
only practical way to use a dwell/duty meter, but requires you to have
known-good values to compare against.
Another strength is that you can roughly convert injector mS
on-time into dwell reading with some computations.
A final strength is that because the meter averages
everything together it does not miss anything (though this is also a

severe weakness that we will look at later). If an injector has a
fault where it occasionally skips a pulse, the meter registers it and
the reading changes accordingly.
Let's go back to figuring out dwell/duty readings by using
injector on-time specification. This is not generally practical, but
we will cover it for completeness. You NEED to know three things:
* Injector mS on-time specification.
* Engine RPM when specification is valid.
* How many times the injectors fire per crankshaft revolution.
The first two are self-explanatory. The last one may require
some research into whether it is a bank-fire type that injects every
360
of crankshaft rotation, a bank-fire that injects every 720, or
an SFI that injects every 720. Many manufacturers do not release this
data so you may have to figure it out yourself with a frequency meter.
Here are the four complete steps to convert millisecond on-
time:
1) Determine the injector pulse width and RPM it was obtained
at. Let's say the specification is for one millisecond of on-time at a
hot idle of 600 RPM.
2) Determine injector firing method for the complete 4 stroke
cycle. Let's say this is a 360
bank-fired, meaning an injector fires
each and every crankshaft revolution.
3) Determine how many times the injector will fire at the
specified engine speed (600 RPM) in a fixed time period. We will use
100 milliseconds because it is easy to use.
Six hundred crankshaft Revolutions Per Minute (RPM) divided
by 60 seconds equals 10 revolutions per second.
Multiplying 10 times .100 yields one; the crankshaft turns
one time in 100 milliseconds. With exactly one crankshaft rotation in
100 milliseconds, we know that the injector fires exactly one time.
4) Determine the ratio of injector on-time vs. off-time in
the fixed time period, then figure duty cycle and/or dwell. The
injector fires one time for a total of one millisecond in any given
100 millisecond period.
One hundred minus one equals 99. We have a 99% duty cycle. If
we wanted to know the dwell (on 6 cylinder scale), multiple 99% times
.6; this equals 59.4
dwell.
Weaknesses of Dwell/Duty Meter
The weaknesses are significant. First, there is no one-to-one
correspondence to actual mS on-time. No manufacturer releases
dwell/duty data, and it is time-consuming to convert the mS on-time
readings. Besides, there can be a large degree of error because the
conversion forces you to assume that the injector(s) are always firing\
at the same rate for the same period of time. This can be a dangerous
assumption.
Second, all level of detail is lost in the averaging process.
This is the primary weakness. You cannot see the details you need to
make a confident diagnosis.
Here is one example. Imagine a vehicle that has a faulty
injector driver that occasionally skips an injector pulse. Every
skipped pulse means that that cylinder does not fire, thus unburned O2
gets pushed into the exhaust and passes the O2 sensor. The O2 sensor
indicates lean, so the computer fattens up the mixture to compensate
for the supposed "lean" condition.
A connected dwell/duty meter would see the fattened pulse
width but would also see the skipped pulses. It would tally both and
likely come back with a reading that indicated the "pulse width" was
within specification because the rich mixture and missing pulses
offset each other.
This situation is not a far-fetched scenario. Some early GM

3800 engines were suffering from exactly this. The point is that a
lack of detail could cause misdiagnosis.
As you might have guessed, a lab scope would not miss this.
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE (1)









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Dwell Meter (2) Duty Cycle Meter
1
.................................................... 1%
15 .................................................. 25%
30 .................................................. 50%
45 .................................................. 75%
60 ................................................. 100%
( 1) - These are just some examples for your understanding.
It is okay to fill in the gaps.
( 2) - Dwell meter on the six-cylinder scale.









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THE TWO TYPES OF INJECTOR DRIVERS
OVERVIEW
There are two types of transistor driver circuits used to
operate electric fuel injectors: voltage controlled and current
controlled. The voltage controlled type is sometimes called a
"saturated switch" driver, while the current controlled type is
sometimes known as a "peak and hold" driver.
The basic difference between the two is the total resistance
of the injector circuit. Roughly speaking, if a particular leg in an
injector circuit has total resistance of 12 or more ohms, a voltage
control driver is used. If less than 12 ohms, a current control driver
is used.
It is a question of what is going to do the job of limiting
the current flow in the injector circuit; the inherent "high"
resistance in the injector circuit, or the transistor driver. Without
some form of control, the current flow through the injector would
cause the solenoid coil to overheat and result in a damaged injector.
VOLTAGE CONTROLLED CIRCUIT ("SATURATED SWITCH")
The voltage controlled driver inside the computer operates
much like a simple switch because it does not need to worry about
limiting current flow. Recall, this driver typically requires injector
circuits with a total leg resistance of 12 or more ohms.
The driver is either ON, closing/completing the circuit
(eliminating the voltage-drop), or OFF, opening the circuit (causing \
a
total voltage drop).
Some manufacturers call it a "saturated switch" driver. This
is because when switched ON, the driver allows the magnetic field in
the injector to build to saturation. This is the same "saturation"
property that you are familiar with for an ignition coil.
There are two ways "high" resistance can be built into an
injector circuit to limit current flow. One method uses an external
solenoid resistor and a low resistance injector, while the other uses
a high resistance injector without the solenoid resistor. See the left
side of Fig. 1.
In terms of injection opening time, the external resistor
voltage controlled circuit is somewhat faster than the voltage
controlled high resistance injector circuit. The trend, however, seems
to be moving toward use of this latter type of circuit due to its
lower cost and reliability. The ECU can compensate for slower opening

CURRENT WAVEFORM SAMPLES
EXAMPLE #1 - VOLTAGE CONTROLLED DRIVER
The waveform pattern shown in Fig. 4 indicate a normal
current waveform from a Ford 3.0L V6 VIN [U] engine. This voltage
controlled type circuit pulses the injectors in groups of three
injectors. Injectors No. 1, 3, and 5 are pulsed together and cylinders
2, 4, and 6 are pulsed together. The specification for an acceptable
bank resistance is 4.4 ohms. Using Ohm's Law and assuming a hot run
voltage of 14 volts, we determine that the bank would draw a current
of 3.2 amps.
However this is not the case because as the injector windings
become saturated, counter voltage is created which impedes the current
flow. This, coupled with the inherent resistance of the driver's
transistor, impedes the current flow even more. So, what is a known
good value for a dynamic current draw on a voltage controlled bank of
injectors? The waveform pattern shown below indicates a good parallel
injector current flow of 2 amps. See Fig. 4.
Note that if just one injector has a resistance problem and
partially shorts, the entire parallel bank that it belongs to will
draw more current. This can damage the injector driver.
The waveform pattern in Fig. 5 indicates this type of problem
with too much current flow. This is on other bank of injectors of the
same vehicle; the even side. Notice the Lab Scope is set on a one amp
per division scale. As you can see, the current is at an unacceptable
2.5 amps.
It is easy to find out which individual injector is at fault.
All you need to do is inductively clamp onto each individual injector
and compare them. To obtain a known-good value to compare against, we
used the good bank to capture the waveform in Fig. 6. Notice that it
limits current flow to 750 milliamps.
The waveform shown in Fig. 7 illustrates the problem injector
we found. This waveform indicates an unacceptable current draw of just
over one amp as compared to the 750 milliamp draw of the known-good
injector. A subsequent check with a DVOM found 8.2 ohms, which is
under the 12 ohm specification.
Fig. 4: Injector Bank w/Normal Current Flow - Current Pattern

EXAMPLE #2 - VOLTAGE CONTROLLED DRIVER
This time we will look at a GM 3.1L V6 VIN [T]. Fig. 8 shows
the 1, 3, 5 (odd) injector bank with the current waveform indicating
about a 2.6 amp draw at idle. This pattern, taken from a known good
vehicle, correctly stays at or below the maximum 2.6 amps current
range. Ideally, the current for each bank should be very close in
comparison.
Notice the small dimple on the current flow's rising edge.
This is the actual injector opening or what engineers refer to as the
"set point." For good idle quality, the set point should be uniform
between the banks.
When discussing Ohm's Law as it pertains to this parallel
circuit, consider that each injector has specified resistance of 12.2
ohms. Since all three injectors are in parallel the total resistance
of this parallel circuit drops to 4.1 ohms. Fourteen volts divided by
four ohms would pull a maximum of 3.4 amps on this bank of injectors.
However, as we discussed in EXAMPLE #1 above, other factors knock this
value down to roughly the 2.6 amp neighborhood.
Now we are going to take a look at the even bank of
injectors; injectors 2, 4, and 6. See Fig. 9. Notice this bank peaked
at 1.7 amps at idle as compared to the 2.6 amps peak of the odd bank (
Fig. 8 ). Current flow between even and odd injectors banks is not
uniform, yet it is not causing a driveability problem. That is because
it is still under the maximum amperage we figured out earlier. But be
aware this vehicle could develop a problem if the amperage flow
increases any more.
Checking the resistance of this even injector group with a
DVOM yielded 6.2 ohms, while the odd injector group in the previous
example read 4.1 ohms.
Fig. 8: Injector Odd Bank w/Normal Current Flow - Current Pattern

Fig. 9: Injector Even Bank w/Normal Current Flow - Current Pattern
EXAMPLE #3 - VOLTAGE CONTROLLED DRIVER
Example #3 is of a Ford 5.0L V8 SEFI. Fig. 10 shows a
waveform of an individual injector at idle with the Lab Scope set on
200 milliamps per division. Notice the dimple in the rising edge. This
dimple indicates the actual opening of the injector (set point)
occurred at 400 milliamps and current peaked at 750 milliamps. This is
a good specification for this engine.
The next waveform pattern in Fig. 11 shows an abnormality
with another injector. With the Lab Scope set on 500 milliamps per
division, you can see that the current waveform indicates a 1200
milliamp draw. This is a faulty injector.
Abnormally low resistance injectors create excessive current
draw, causing rough idle, and possible computer driver damage.
Fig. 10: Single Injector w/Normal Current Flow - Current Pattern

PFI VIN [3]. It is a perfect example of the peak and hold theory. The
waveform shows a 1-amp per division current flow, ramping to 4 amps
and then decreasing to 1-amp to hold the injector open.
Fig. 13: Injector Bank w/Normal Current Flow - Current Pattern
EXAMPLE #6 - CURRENT CONTROLLED DRIVER
This next known-good waveform is from a Ford 5.0L V8 CFI VIN
[F]. See Fig. 14. The pattern, which is set on a 250 milliamps scale,
indicates a 1.25 amp peak draw and a hold at 350 milliamps.
Fig. 14: Single Injector w/Normal Current Flow - Current Pattern
EXAMPLE #7 - CURRENT CONTROLLED DRIVER
The known-good current controlled type waveform in Fig. 15 is
from a GM 2.0L TBI VIN [1]. With the lab scope set at 2 amps per
division, notice that this system peaks at 4 amps and holds at 1 amp.
The next waveform is from the same type of engine, except

Fig. 17: Single Injector w/Normal Current Flow - Current Pattern
VOLTAGE WAVEFORM SAMPLES
EXAMPLE #1 - VOLTAGE CONTROLLED DRIVER
These two known-good waveform patterns are from a Ford 4.6L
V8 VIN [W]. Fig. 18 illustrates the 64 volt inductive kick on this
engine, indicating no clamping is occurring. The second pattern,
Fig. 19 , was taken during hot idle, closed loop, and no load.

Fig. 21: Injector Bank - Known Good - Voltage Pattern
EXAMPLE #4 - CURRENT CONTROLLED DRIVER
From 1984 to 1987, Chrysler used this type injector drive on
their TBI-equipped engines. See Fig. 22 for a known-good pattern.
Instead of the ground side controlling the injector, Chrysler
permanently grounds out the injector and switches the power feed side.
Most systems do not work this way.
These injectors peak at 6 amps of current flow and hold at 1
amp.