engine MITSUBISHI SPYDER 1990 Service Repair Manual

ENGINE (NON-TURBO)>
TEST MODE
CHECK ENGINE/MALFUNCTION INDICATOR LAMP
As a functional test, the Malfunction Indicator Lam p
illuminates at key-on before engine cranking.
Whenever the Power-train Control Module (PCM) sets a
diagnostic trouble code that effects vehicle emissi ons, it
illuminates the
The PCM illuminates the for
diagnostic trouble codes that effect vehicle emissi ons. The
remains on until the diagnostic trouble code is erased.
The
either flashes or illuminates continuously when
PCM detects active engine misfire.
During active misfire, thePCM records the
operating conditions. The engine operating conditio ns
recorded by the PCM.
ItemsIndicated by the Check Engine/Malfunction Indicator Lamp
DTC No. Items
01No cam signal at PCM
02Internal controller failure
EGR solenoid circuit
EVAP solenoid circuit
Injector control circuit
20Injector control circuit
21Injector control circuit
25Idle air control motor circuit
26Throttle position sensor voltage low
27Throttle position sensor voltage high
30Engine coolant temperature voltage too low
31Engine coolant temperature voltage too high
32Upstream stays at center
35
No vehicle speed sensor signal
36
07) MAP sensor voltage too low
37MAP sensor voltage too high
39No change in MAP from start to run
42Ignition coil primary circuit
43Ignition coil primary circuit
46
EGR system failure
57Intake air temperature sensor voltage low
58Intake air temperature sensor voltage high
61Injector control circuit
62Upstream shorted to voltage
68PCM failure communications
71 temperature volts out of limit
, .
,
92 (PI 490)
93
101
33)
103
Low speed fan control relay circuit
High speed fan control relay circuit
Fuel pump relay control circuit
Upstream
response
Upstream
heater failure
Downstream
heater failure
Multiple cylinder misfire
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ENGINE (NON-TURBO)> Troubleshooting
DTC No. ItemsI
107
108
109
110
112
113
114
118
119
126 38)
Cylinder misfire
Cylinder
misfire
Cylinder
misfire
misfire
Catalytic
efficiency failure
EVAP purge flow monitor failure
Park/neutral position switch (transaxle range switc h) failure
Fuel system rich
Fuel system lean
Downstream
shorted to
128Closed loop temperature not reached
129
Downstream at center
132
133
TPS voltage does not agree with MAP
Timing belt skipped 1 tooth or more
135No 5 volts to MAP sensor
136No 5 volts to throttle position sensor
137EATX controller DTC present
138Taraet idle not reached
High speed radiator fan control relay
146 1496)
153
154
155
156
157
160
161
183
5 volts too low
Battery temperature sensor voltage too low
Battery temperature sensor voltage too high
Upstream
voltage grounded
Downstream
voltage grounded
Intermittent loss of CMP or CKP
EVAP leak monitor small leak detected
EVAP leak monitor large leak detected
Evaporative emission ventilation solenoid circuit
Evaporative emission ventilation solenoid switch or mechanical fault
EVAP leak monitor pinched hose found
NOTE
Following a detected malfunction of the Control Module (PCM), the check engine lamp
up the next time the engine is turned on if the mal function is still detected. However, for items
with an asterisk in the table above, the check engine lamp goes on’ the first time a malfundin is
detected.
Once the check engine lamp is lit, any one of the f ollowing
will turn it off.
lWhen the PCMhas found no malfunction after monitoring the power train times time
is from engine start to engine stop).
lA misfire of fuel abnormality when engine speed, coolant temperature, etc. are to those
when the malfunction was first recorded, and the PCM has detected no malfunction.
Caution
If the check engine lamp is turned on by a malfunct ion of the PCM, the scan tool communicate
with the PCM, and the diagnostic trouble code canno t be read.
,
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ON-BOARD DIAGNOSTICS
The
Control Module (PCM) monitors
many different circuits in the fuel injection syste m.
If the PCM senses a problem with a monitored
circuit often enough to indicate an actual problem,
it stores a diagnostic trouble code in the
memory.
After the PCM first detects a malfunction, a
diagnostic trouble code is recorded when the engine
i s r e s t a r t e d a n d t h e s a m e m a l f u n c t i o n i s
re-defected. However, for items marked with a
a diagnostic trouble code is recorded the
first detection of the malfunction.
After that, if the PCM does not re-detect the
malfunction for 40 drives* (51 engine start for
non-emission related faults), the diagnostic troubl e
code will be erased from the PCM memory.
NOTE
A drive indicates from engine start to stop and
monitors the power train component.
However, for misfiring or a fuel system rich/lean,
the diagnostic trouble codes will be erased under
the following conditions.
lWhen driving conditions (engine speed, engine
coolant temperature, etc.) are similar, to those
when the malfunction was first recorded.
l When the PCM does not re-detect the
malfunction for 80 drives*.
Technicians can display stored diagnostic trouble
codes by two different methods.
ENGINE (NON-TURBO)> Troubleshooting
The first is to cycle the ignition switch
On-Off-On-Off-On within 5
Then count
the number of times the malfunction indicator lamp
(check engine lamp) on the instrument panel flashes
on and off. The number of flashes represents the
diagnostic trouble code. There is a slight pause
between the flashes representing the first and
second digits of the code. Longer pauses separate
individual trouble codes. The second method of
reading diagnostic trouble codes uses
scan
Connect the scan tool to the
(diagnostic) connector in the vehicle.
FREEZE FRAME DATA
The PCM records the diagnostic trouble code and
also the engine operating conditions the time
the malfunction was detected. are called
“freeze frame” data.
This data indicates the engine operating condition
from when nothing at all is the initial
detection of the
However, misfiring
or fuel trim malfunction data are always. replaced
with the latest data.
This data can be read by using the scan tool, and
can then be used in simulation tests for
troubleshooting.
Data items are as follows.
DataUnit
Engine coolant temperature
Engine speed
Vehicle speed
or
or RPM
km/h or mph
Long-term fuel compensation (Long-term fuel trim)
Short-term fuel compensation (Short-term fuel trim)
Fuel control condition O p e n l o o p
l Closed loop
l Open loop-Drive condition
l Open loop-DTC set
lMalfunction of closed (rear)
Calculated load value
MAP vacuum
(vacuum)
Diagnostic trouble code during data recording
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ENGINE (NON-TURBO)> Troubleshooting.
HOW TO READ AND ERASE DIAGNOSTIC
CODES
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1. If battery voltage is diagnostic codes.
may not be output. Be sure to check the,
and charging system before
2.If the battery is disconnected or if the connector
is disconnected, the diagnostic trouble code
will be erased. Do not disconnect the battery or
until after the diagnostic are recorded.
3. Turn the ignition switch, off before
disconnecting the scan. tool.
When using the scan tool
NOTE
When carrying out inspection General ‘Scan Tool,
mode, the interface
cartridge) and
adaptor harness do not
need to be installed.
2.The following items cannot be checked in scan
mode; they can only be checked in General Scan
Tool mode.
SENSOR READ TEST
l term fuel trim
l Calculated load vlaue
FREEZ FRAME DATA
READINESS TESTS
3. When diagnostic trouble codes (DTC) are’ erased,
the freeze frame data and
test status will
be erased at the same time. Therefore,
should be recorded if necessary
4. If the automatic transaxle DTC
been stored, the DTC for the PCM should be
after the DTC for the TCM is erased:
1. Install the interface cartridge cartridge) to the scan
tool
2. Use the cartridge adapter harness to the
scan tool
to the data link
start the engine and on the
(if applicable). Shut off the engine.
3. Read the diagnostic trouble codes.
4.Repair the malfunction while referring to the
CHART FOR DIAGNOSTIC TROUBLE CODES.
5. Turn the ignition switch to OFF and then back to ON
6. the diagnostic trouble codes using the scan tool.
7. Check that the diagnostic trouble code is normal .

ENGINE (NON-TURBO)> Troubleshooting 3
If scan tool not available
1.Cycle the ignition key On-Off-On-Off-On within seconds.
2.Count the number of times the malfunction indicator lamp
(check engine lamp) on the instrument panel flashes on
and off. The number flashes represents the trouble
code.There is a slight pause between the flashes
representing the first and second digits of the’ co de.
Longer pauses (approx. 4 seconds) separate individu al
,
trouble codes.
3. Repair the malfunction while referring to the in spection
chart for diagnostic trouble codes.
4. After disconnecting the battery cable from the b attery
terminal for a few minutes, reconnect the
5.Start the engine and run it at for about minutes
after the engine has warmed up.
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ENGINE (NON-TURBO)>
LEAK DETECTION PUMP MONITOR
Related diagnosis trouble codes (DTC)
l EVAP leak monitor small leak detected
l
EVAP leak monitor large leak detected
l
EVAP leak monitor pinched hose found
Operation
The leak detection assembly incorporates two primar y functions: it must detect a the
system and seal the evaporative system so the leak detection test can be run.. .
The’ primary components within the assembly are: A three port solenoid activates ‘both of the
functions listed above; a pump which contains a swi tch; two check valves and a spring/diaphragm, a’
canister vent valve (CVV) seal which contains a spr ing loaded vent seal valve.
Immediately after a cold start, between predetermin ed temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the pump by drawing air into the pump cavity and also closes
the vent seal. During non test conditions the vent seal is held open by the pump diaphragm assembly
which pushes it open at the full travel position. The vent seal will remain closed while the pump is c ycling
due to the reed switch triggering of the three port solenoid that prevents the diaphragm assembly from
reaching full travel. After the brief initializatio n period, the solenoid is de-energized allowing atm ospheric
pressure to enter the pump cavity, thus permitting the spring to drive the diaphragm which forces air
out of the pump cavity and into the vent system. Wh en the solenoid is energized and de-energized,
the cycle is repeated creating flow in typical diaphragm pump fashion. The pump is controlled in 2 mod es:
Pump Mode: The pump is cycled at a fixed rate to achieve a rapid pressure build in order to shorten
the overall test length.
Test Mode: The solenoid is energized with a fixed d uration pulse. Subsequent fixed pulses occur
when the diaphragm reaches the Switch closure point .
The spring in the pump is set so that the system wi ll achieve an equalized pressure of about 7.5”
The cycle rate of pump strokes is quite rapid as the system begins to pump up to this pressure.
As the pressure
the cycle rate starts to drop off. If there is no leak in the system, the pump
would eventually stop pumping at the equalized pres sure. If there is a leak, it will continue to pump
at a rate representative of the flow characteristic of the size of the leak. From this information we can
determine if the leak is larger than the required d etection limit (currently set at
orifice by CARB).
If a leak is revealed during the leak test portion of the test, the test is terminated at the end of the
mode and no further system checks will be performed .
After passing the leak detection phase of the test, system pressure is maintained by turning on the
solenoid until the purge system is activated. Purg e activation in effect creates a leak. The cycle
rate is again interrogated and when it increases du e to the flow through the purge system, the leak
check portion of the diagnostic is complete.
The canister vent valve will unseal the system afte r completion of the test sequence as the pump
diaphragm assembly moves to the full travel positio n.
Evaporative system functionality will be verified b y using the stricter evap purge flow monitor. At an
appropriate warm idle the LDP will be energized to seal the canister vent. The purge flow will be clocked
up from some small value in an attempt to see a shi ft in the 02 control system. If fuel vapor, indicated
by a shift in the 02 control, is present the test i s passed. If not, it is assumed that the purge syst em
is not functioning in some respect. The LDP is agai n turned off and the test is ended.
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ENGINE (NON-TURBO)>
INSPECTION USING TOOL SENSOR
TEST, INPUT STATE TEST,, OUTPUT AND
T E S T
1.Carry out inspection by means:’ of the data list ‘and the
actuator test function.
If there is a malfunction, check and repair the cha ssis
harnesses and components.
2. Recheck using the scan tool and check that the
malfunction has been eliminated as a result of the repairs.
3. Erase the diagnostic trouble code from memory.
4. Remove the scan tool.
5.Start the engine again and carry out a road test to confirm.
that the problem
disappeared. . .
NOTE
Refer to for Sensor Read Tests.
Refer to
for Input State Tests.
Refer to
for Output State Tests.
Refer to -for Actuator Tests.
Caution
If in the following
F U N C T I O N to the IAC.
In the following case, reset the IAC.
lThe throttle body or motor has been replaced.
lThe motor related circuit has been opened during
engine running or motor operation test.
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ENGINE (NON-TURBO)> Troubleshooting
FAIL-SAFE-BACUP FUNKTION Mode) TABLE
When the PCM detects the following malfunction (s), the PCM carries out’ fail safe/back-up
addition, the corresponding DTC number (s) can be i dentified by using the scan tool.
I
I
I
I
I
1
1
Diagnostic item
Control during malfunction
No cam signal at PCM
The PCM uses the crankshaft position sensor signal control fuel timing, etc. (Accordingly, normal sequential fuel injection may not be
out.)
Throttle position sensor The PCM uses the value calculated from the MAP sens or signal instead of the age low
valve opening angle (voltage).
Throttle position sensor The PCM uses the value calculated from the MAP sens or signal instead of the throttle
age high
valve opening angle (voltage).
Engine coolant temperature l
The PCM uses the default value as the engine
(ECT) sensor voltage too low temperature.
lThe PCM operates the radiator fan.
lThe PCM carries out open loop control.
Engine coolant temperature lThe PCM uses the default value
as the engine
(ECT) sensor voltage tootemperature.
highlThe PCM operates the radiator fan.
lThe PCM carries out open loop control.
U p s t r e a m
stays atThe PCM carries out open loop control.
center
No vehicle speed sensorThe PCM controls the engine as if the vehicle speed were 0 mph.
signal
MAP sensor voltage too low The PCM uses the value ca lculated from the throttle position sensor and the engine
speed signals instead of the MAP value
sensor voltage too high The PCM uses the value calc ulated from the throttle position sensor and the engine
speed signals instead of the MAP value
change in MAP from start The PCM uses the value cal culated from the throttle position sensor and the engine
0 runspeed signals instead of the MAP value
ntake air temperature sensorThe PCM uses the engine coolant temperature instead of the intake air temperature.
roltage low
ntake air temperature sensor
The PCM uses the engine coolant temperature instead of the intake air temperature.
roltage high
sensorThe PCM retards ignition timing according to the kn
ock sensor signal.
Jpstream shorted toThe PCM carries out open loop control.
temperature sensorThe PCM uses the default value as the battery temperature.
out of limit
speed fan control relayThe PCM turns on the high speed fan control relay i nstead of the low speed fan
relay
Jpstream responseThe PCM carries out open loop control.
to The PCM carries out open loop control.
oltage
stays atThe PCM carries out open loop control.
enter
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ENGINE (NON-TURBO)> Troubleshooting
Diagnostic item
TPS voltage does not agree
with MAP
Timing belt skipped 1 tooth or
more
No 5 volts to MAP sensor
No 5 volts to throttle position
sensor
High speed radiator fan con-
trol relay circuit
Upstream
voltage
shorted to grounded
voltage
to grounded
loss of CMP or
Control during malfunction
The PCM uses the value calculated from the MAP sens or signal instead of the throttle
valve opening angle (voltage)>
The PCM uses the crankshaft position sensor signal only to control
timing, etc. (Accordingly, normal sequential fuel injection may not be carried
out.)
The PCM uses the value calculated from the throttle position sensor and the engine
speed signals instead of the MAP value
The PCM uses the value calculated from the MAP sens or signal instead of the throttle
valve opening angle (voltage).
The PCM turns on the high speed fan control relay i nstead of the low speed fan control
relay
The PCM carries out open loop control.
The PCM carries out open loop control.
The PCM uses the crankshaft position sensor signal only to control fuel injection
timing, etc. (According, normal sequential fuel injection may not be carried
out.)
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ENGINE (NON-TURBO)> Troubleshooting
INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES
NOTE
Diagnostic trouble code (DTC) memory is not deleted even after the ignition
DTC No. DTC No.
DTC No. Diagnostic itemsCheck items, (Remedy) tool
mode>
mode>
01 54No cam signal at PCMl Harness and connector Retained
(If harness and connec-
tor are not defective,
replace; camshaft ,
sensor.) ,
02 53
Internal controller fail- Replace the PCM.,
. .
0547
46
Charging system volt- l Generator drive belt
age too lowlHarness and connector
l Generator. . ,
Charging system volt- l Generator drive belt
age too highl Harness and connector
l Generator
1042
1 141
1633
relay (ASD relay) lHarness and connector Retained
control circuitl relay (ASD relay)
G e n e r a t o r f i e l d n o t lHarness and connector Retained
switching properlyl Generator
A/C clutch relay circuitlHarness and connector Retained
l clutch relay
32
31
27
27
27
25
24
24
EGR solenoid circuitlHarness and connector Retained
EGR solenoid
EVAP solenoid circuit
Harness and connector Retained
EVAP solenoid
Injector
controllHarness and connector Retained
circuitInjector
Injector controlHarness and connector Retained
circuitlInjector
Injector controlHarness and connector Retained
circuitlInjector
Idle air control motor Harness and connector Retained
circuitslIdle air control motor
Throttle PositionHarness and connector Retained
sensor voltage lowl Throttle position sensor
Throttle positionlHarness and connector Retained
sensor voltage highl Throttle position sensor
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Check engine/Malfunction Indicator Lamp (MIL)
The number shown represents the number of pulses ob served at the MIL.