Mitsubishi gdi fuel pressure sensor

The high-pressure sensor measures the fuel pressure in the high-pressure fuel rail of engines with gasoline direct injection GDI. This information is required by the engine control unit for the exact metering of the injected fuel mass.

The sensor version for natural gas CNG measures the pressure in the tank. Furthermore the sensor is also used for off-highway applications, here in order to monitor the pressure in the hydraulic module.

Pressure measurement is achieved via a steel diaphragm, the deflection of which is evaluated by a resistor bridge. The output voltage from the bridge is amplified in the evaluation circuit and transmitted to the control unit. Optionally, an NTC resistor can be integrated into the high-pressure sensor for measuring the fuel temperature.

The dual version generates and transmits an absolutely redundant output signal thanks to the two measurement resistor bridges and two independent digital circuits. Thanks to the wide range of connectors and threaded elements, use in various areas of application is possible.

High measuring accuracy and functional safety Resistant to media, hermetic sealing of measured media Variation of connectors, hydraulic connections and mounting positions possible. Low signal sensitivity to mounting torque Fault diagnostics using signal-range check Compact design, low height. The medium-pressure sensor provides a rapid and precise measurement of fuel and oil pressure in every kind of combustion geometric brownian motion and transmission.

The intake manifold pressure and boost pressure sensor makes it possible to quickly and precisely measure the pressure and temperature. As the main control unit, the electronic engine control unit is the heart of the engine management system.

The temperature sensor measures the temperature of various fluid media, such as water, fuel, or oil for a multitude of vehicles. Via the crankshaft speed sensor the engine management system measures the speed, position and rotational direction of the crankshaft. The engine control unit uses the camshaft position sensor to record the exact position of the camshaft. The knock sensor identifies the high-frequency engine vibrations characteristic of knocking and transmits a signal to the ECU.

Bosch Group. English Deutsch English. High-pressure sensor fuel pressure redundant output signal CNG GDI High-pressure sensor Precise media pressure measurement for gasoline direct injection, natural gas and hydraulic systems. Drag to rotate. Product details of single or dual high-pressure sensor. A Connector housing. B Glue. C Sensor element. D Thread part.Your question may be answered by sellers, manufacturers, or customers who purchased this item, who are all part of the Amazon community.

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mitsubishi gdi fuel pressure sensor

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mitsubishi gdi fuel pressure sensor

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P0190 - Fuel Rail Pressure Sensor Circuit Malfunction

Not Specified 5. Fitment Type see all Fitment Type. Direct Replacement 2. Not Specified 6.Mitsubishi Motors announces that it has recently completed development of the new 4G15 1.

This was followed by the 6G74 V6 3. A new compact, high-pressure fuel pump contributes to the more compact dimensions of the new engine. High-efficiency intake, meanwhile, enables the Power zone to respond to higher power demands at wider throttle openings.

Dynamic performance The new 4G15 GDI power unit achieves a significant increase in low-end torque and flatter torque characteristics as a result of more accurate ignition timing, stemming from the two-stage mixture control and pre-ignition sensor, and of the use of a surge tank resonator. The new engine generates 10 percent more power than its port-injection cousin at normal operating speeds rpm - rpm. To Top. Top of page. Bench-tested fuel consumption The ultra-lean combustion realized with GDI technology realizes the major reductions in fuel consumption over the current port-injection engine, as indicated in the table below.

Global environment The new 4G15 GDI is a more environment-friendly engine, realizing a 20 percent reduction in the mode fuel economy test in CO2 emissions, which contribute to global warming. All rights reserved. New 1. Date: December 3, 3 DecemberTokyo. G15 GDI specification. Direct into cylinders. Unleaded regular.Free shipping. Be the first to write a review. This listing is for part or sub-assembly number given below only.

Body Type. Engine Type. Cab Chassis. You will recieve one sensor compatible with all the below dealer part numbers:. Skip to main content. Email to friends Share on Facebook - opens in a new window or tab Share on Twitter - opens in a new window or tab Share on Pinterest - opens in a new window or tab. Add to Watchlist. People who viewed this item also viewed. Check if this part fits your vehicle. Picture Information.

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Posts to:.Gasoline direct injection GDIalso known as petrol direct injection PDI[1] is a mixture formation system for internal combustion engines that run on gasoline petrolwhere fuel is injected into the combustion chamber. This is distinct from manifold fuel injection systems, which inject fuel into the intake manifold. The use of GDI can help increase engine efficiency and specific power output as well as reduce exhaust emissions.

The first GDI engine to reach production was introduced in for a low-compression truck engine. Several German cars used a Bosch mechanical GDI system in the s, however usage of the technology remained rare until an electronic GDI system was introduced in by Mitsubishi for mass-produced cars.

GDI has seen rapid adoption by the automotive industry in recent years, increasing in the United States from 2. The 'charge mode' of a direct-injected engine refers to how the fuel is distributed throughout the combustion chamber:. Compared with manifold injection, the fuel efficiency is only very slightly increased, but the specific power output is better, [7] which is why the homogeneous mode is useful for so-called engine downsizing.

The torque is then set solely by means of quality torque controlling, meaning that only the amount of injected fuel, but not the amount of intake air is manipulated in order to set the engine's torque. Stratified charge mode also keeps the flame away from the cylinder walls, reducing the thermal losses.

Since mixtures too lean cannot be ignited with a spark-plug due to a lack of fuelthe charge needs to be stratified e.

mitsubishi gdi fuel pressure sensor

A "swirl cavity" in the top of the piston is often used to direct the fuel into the zone surrounding the spark plug. This technique enables the use of ultra-lean mixtures that would be impossible with carburetors or conventional manifold fuel injection. The stratified charge mode also called "ultra lean-burn" mode is used at low loads, in order to reduce fuel consumption and exhaust emissions. In theory, a stratified charge mode can further improve fuel efficiency and reduce exhaust emissions, [16] however, in practice, the stratified charge concept has not proved to have significant efficiency advantages over a conventional homogeneous charge concept, but due to its inherent lean burn, more nitrogen oxides are formed, [17] which sometimes require a NOx adsorber in the exhaust system to meet emissions regulations.

The Volkswagen Group had used fuel stratified injection in naturally aspirated engines labelled FSIhowever, these engines have received an engine control unit update to disable the stratified charge mode. Stratified charge concepts have mostly been abandoned. Common techniques for creating the desired distribution of fuel throughout the combustion chamber are either spray-guidedair-guidedor wall-guided injection.

The trend in recent years is towards spray-guided injection, since it currently results in a higher fuel efficiency. In engines with wall-guided injection, the distance between spark plug and injection nozzle is relatively high. In order to get the fuel close to the spark plug, it is sprayed against a swirl cavity on top of the piston as seen in the picture of the Ford EcoBoost engine on the rightwhich guides the fuel towards the spark plug.

Special swirl or tumble air intake ports aid this process. The injection timing depends upon the piston speed, therefore, at higher piston speeds, the injection timing, and ignition timing need to be advanced very precisely.

At low engine temperatures, some parts of the fuel on the relatively cold piston cool down so much, that they cannot combust properly. When switching from low engine load to medium engine load and thus advancing the injection timingsome parts of the fuel can end up getting injected behind the swirl cavity, also resulting in incomplete combustion.

Like in engines with wall-guided injection, in engines with air-guided injection, the distance between spark plug and injection nozzle is relatively high. However, unlike in wall-guided injection engines, the fuel does not get in contact with relatively cold engine parts such as cylinder wall and piston.

Instead of spraying the fuel against a swirl cavity, in air-guided injection engines, the fuel is guided towards the spark plug solely by the intake air. The intake air must therefore have a special swirl or tumble movement in order to direct the fuel towards the spark plug. This swirl or tumble movement must be retained for a relatively long period of time, so that all of the fuel is getting pushed towards the spark plug. This however reduces the engine's charging efficiency and thus power output.

In practice, a combination of air-guided and wall-guided injection is used. In engines with spray-guided direct injection, the distance between spark plug and injection nozzle is relatively low. Both the injection nozzle and spark plug are located in between the cylinder's valves. The fuel is injected during the latter stages of the compression stroke, causing very quick and inhomogeneous mixture formation.

High-pressure sensor

This results in large fuel stratification gradients, meaning that there is a cloud of fuel with a very low air ratio in its centre, and a very high air ratio at its edges. The fuel can only be ignited in between these two "zones". Ignition takes place almost immediately after injection to increase engine efficiency.Visually inspect the related wiring harness and connectors. Check for damaged components and look for broken, bent, pushed out, or corroded connector's pins.

Cost of diagnosing the P code Labor: 1. The auto repair labor rates vary widely across the country, and even within the same city. The FRP sensor measures the pressure difference between the fuel rail and atmospheric pressure. The FRP sensor nominal output varies between 0. The sensor can read vacuums and may lower the output voltage to slightly below 0. This condition is normal and is usually the case after several hours of cold soak before the vehicle dome light is turned on.

The FP module is energized at the same time the dome light is commanded on. A disabled or malfunctioning dome light does not affect the FP module control.

The PCM uses the FRP signal to command the correct injector timing and pulse width for correct fuel delivery at all speed and load conditions. The FRP sensor, along with the fuel volume regulator part of the fuel injection pumpform a closed loop fuel pressure control system. An electrically faulted FRP sensor results in the deactivation of the fuel injection pump. Fuel pressure to injectors is then provided only by the FP module.

When the fuel injection pump is de-energized and the injectors are active, the fuel rail pressure is approximately 70 kPa 10 psi lower than FP module pressure due to the pressure drop across the fuel injection pump. Thus, if the FP module pressure is kPa 65 psithen the fuel rail pressure would be approximately kPa 55 psi if the injectors are active.

P More Information Need more information on how to fix the P code?

Secret of Engine Problem Diagnosis- Fuel Trims Pt.1

Get Access to Factory Service Manuals. Related Information. Repair Importance Level: 3. Why is the Engine Light ON?


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