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    © All Rights Reserved
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    498 views204 pages

    Bosch Fuel Injection

    Uploaded by

    Yaser Akar
    Bosch Fuel Injection

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    © All Rights Reserved
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    of 204
    BOSCH FUEL INJECTION— AN OVERVIEW 3 1. INTRODUCTION Here's my plan for you to get the most out ofthis book: This chapter Introduces the idea of fuel injection, and tells you why virtually all cars being built today use fuel Injection. Ill give you the broad picture of Bosch fuelinjection systems, and show how the diferent systems are separated Into two basic types: pulsed and continuous injection. You'll see that what bagan as Control of the air-fuel ratio has expanded to include the precise canteoL.of ignition timing and, often, idle rpm, loading to a new term, engine management, In chapter 2, to help you understand the principles behind fuel injection, I'l look at the engine needs for each driving condition and also discuss the Importance of fuel injection to ~eting. government standards for emission control and fuel ‘omy, Youll see how the precise control of fuel metering, sometimes at a delivery rate of one drop of fuel in a few rliseconds of time, meets those needs while stl providing {good power. In chapter 3, Il describe how each dierent Bosch pulsed fuel injection systern works, including D-Jetronic, Luetronic, LeWJetvonio, and Motronic. in chapter 5, Il describe how each Bosch continuous fue! injection system works, including K- Jetronig, Klambda, KE-Jetronic, and KE-Movonic. Inchapter 4, Ii snow you now to service pulsed systems, and in chapter 6, MI show you how to service continuous systems, In many ‘cases you can do this using enly simple tools, a voljohmmeter (VOM) and a fuel-pressure gauge. Even if you don't want to do much of the work yourself, you'll stil know enough about troubleshooting and repairs to deal with the technician wao may use spacial tools to service your car. Most of these fuel injection systoms as installed by the manufacturer are capable of delivering extra fuel for engine "moditications thatincrease performance. In chapter 7. for those want more power from their fusLnjection system, I'l show you the diferent mocifcations for street-egal or offoad use, {and giscuss which cnes work—and which ones dor't. For you owners Wwho can tweak a carburetor by ear with a screwdriver 9 Saturday afternoon, this book will help you accept the Performance of fuel injection as it takes away your need for Carburetor skills. Even so, you can do a lot more to your 'velinyected car than most people realize. 2. FUEL INJECTION Is HERE ‘Today's cars are changing under the hood. The tangles of Yacuum hoses—as well as emission-control miseries ~are be- 59 fePlaced by the ordery instalation of ueL.njection systems. Delore we talk about spactic Bosch systems, you'l need to understand some basics about fuel injection, Fig, 2-1, Electonie conral ot ue! ection ana igritan (oe for engine managarnent helps clean up ihe tangle ‘of urderhood hoses oatlo) which are necessary ‘when vacuum creuils are used 2.1 Air-Fuel Mixtures Internal-combustion engines create power by burning fuel ‘mixed with ar. In gasoline-fueled engines, the proportions of air ‘and fuel—the airuel ratios or “mixtures” — are of crticalimpor- tance to the quality of combustion and, therefore, to engine ower output and running characteristics. Since the amount of air required by the engine varies with rpm and lead, the re- ‘quited amount of fuel varies too. The overall purpose of the systems covered by this manual is to provide the engine with the best possible mixture—the ‘optimum air-fuel ratio—for the constantly changing engine op- ‘erating conditions. Fuel Injection Is Here 4 BOSCH FUEL INJECTION— AN OVERVIEW 2.2. What is Fuel Injection? The throttie of a gasoline ongine regulates only ar flow into the engine. Since the proportions of air and fuel are crtica, tis Lup to some other mechanism to meter the correct amount of fuel into the moving air. 'l call this other mechanism the fuel Gelivery system. The fuel delivery system—whatever type It ‘may be—responds to throtle changes and adjusts to contin: ously supply the engine with a combustible mixture of alr and fuel. Fuel injections an accurate and sophisticated type of tual Gelivery system, 23 Fuel Delivery For modem gasoline automobiles, there are two basictypes of fuel detivery systems in use toclay, carburetors and fuel injection. While these systems mix fuel and air, they achieve it in very different ways, Carburetors Carburetors take advantage of the venturi principe. Briety, this principle says that as air flow increases, pressure de- ‘creases. Airflow through the carburetor throat, as determined bby the throttle opening, creates a low pressure condition, This reduced pressure pulls fue! into the intake air Strearn where it is vaporized to form a combustible alrfuel mixture, A wider throttle opening causes more airflow which results in more fue! flow, A smalier throtle opening Lkewise reduces fuel fow, By this cause-and-etfect relationship, fuel is “metered” in propor tion to air tlow. Fig. 2.2. Modem Compiax feedback carburetors can be -r@ expensive than tel injection systems to neta ‘and service. Drvoabaty cannot match mast fuel ‘njected cars. and emission contl is mere oicut Fuel Injection Is Here This olatvely simple and crude fuel delivery technology has powered gasoline engines to acceptable levels of efficiency for many decades. In recent times, however, closer scrutiny of performance, fuel economy, and exhaust emissions has de- manded even greater engine efficiency. This greater efficiency requires more precise control of fuel metering, Carburetors, although well developed after decades of use, are limited in their abilty for precise fuel metering, especially under extreme operating conditions, even with their complex set of fuel Cr- cuits ets, ar bleeds, chokes and valves, Fuel injection Fuel injection systems deliver fuel by forcing it into the incoming airsveam. Fuelinjection systems actually moasure the incoming air and pressurize the fue! to deliver iin precise amounts based directly on that measurement. Because fuel is delivered to the manifold under pressure, the quaniiy of fuel delivered can be more positively controlled. With this more positive control, fuel deivery can be more easily manipulated to ‘meet the unique demands of extreme operating condtions, This results in greater efficiency over a wider range of operation, 3. FUEL INJECTION TYPES Bosch passenger-car fuel injection first appearedin 1927 as a diesel design using engine-driven pumps developing high pressure to deliver diesel fuel into the cylinders —direct injec: tion. In 1997, thes# pumps were adapted to aircraft enginos, with both diesel and gasoline fuel applications. In 1955, similar engine: driven gasoline injection pumps were developed for the Mercedes-Benz race cars and the 300SL production car, again injecting fuel at high pressure direcly into the cylinders. These mechanical systems used a precisely:timed, engine- driven pump to dover measured quantities of fuel to each cylinder in time withthe crankshatt and in proportion to throtie ‘opening. The complex and expensive systems were an ad. ‘vance over the carburetors of their time, mainly in terms of performance, but production car applications were limited to ‘exotic makes and special models, They were very diffcult to properly set up, and proper maintenance was an expensive proposition. The fuet.njection systems described in this book first ap- peared about 1967. They are completely different from engine- dhiven systems, delivering fuel at much lower pressures al the intake ports, and are generally electronically controlled. The early Bosch Iterature describes these systems. as “non ‘diven”. Bosch coined the term “Jetronic" to establish a com> ‘mon identity for their new designs in most of the 135 countries, in which thay operate. Fig. 3-1, Mercedes-Bere 200 Si. cars use dct fuel injec. ton High-pressure engie-ckven pump, hanging low under ttecblock injected gasaline rectly to Cinco Adapted fem Bosch ciesel inaction sys tome, Owners of fuel.injected cars experience better starting and driveability, especially when the engine is cold. Owners of the first fuelinjected BMWs proudly showed off their cars: even on a cold day, they would open the driver's window and, standing outside, reach in to turn the key, then boast about the smooth running engine at cold idle. For the manutacturer, fuel injection means better emission control and better fuel economy, both important in meeting increasingly stingent government regulations. Fuel injection offers the following advantages: ‘reduces air-fuel rato varlablity ‘S matches tue! delivery to specific operating requirements * prevents staling caused by fust-bow! wash during corner: ing ‘eliminates engine runon (dieseling) when the key is turned off Uni tow years go, because of looser emission lis in Europe, many European cars were bulk with {uel injection for delivery in the US, but had carbu- ‘eto for delivery in Europe. When | spoke with a {Chief engineer of one ofthe largest European manu tncturers he expressed reluctance to change his en- {Sines fom carburetors to the more expensive fuel injection, and suggested that we in the US. were a litle paranoid about clean air. Now, Europeans rec- CarIze the importance of clean ar, and tuo injection Systems ave spreacing to more cars sold in Europ. Infact, many late-model German car aro soldin both the U.S. and Germany with the samo fuolinjocted fngines using the samo lead: fuol catalyst emis- son conto. ‘Multi-Point (or Port injection) Allo the Bosch systems covered in tis book are multi-point systoms. They deliver fuel at the engine intake ports near the intake valves. This means that the intake manifold delivers only air, in contrast to carburetors oF single-point fuel injection sys- ‘temsin which the intake manifold carries the ar-tuel mixture, AS 2 result, these systems offer the foliowing advantages: ‘greater power by avoiding venturi losses as in @ carbure- tor, and by allowing the use of tuned intake runners for better torque characteristics ‘improved driveability by reducing the throtle-change lag which occurs while the fuel travels from the throttle body to the intake ports «increased fuel economy by avoiding condensation of fuel fn interior walls ofthe intake manifold (manifold wetting) ‘© simplified turbocharger applications; the turbocharger ‘compressor need only handle air Fon nor af > lotake yw ‘Cynder head Fig. 3.2, Pot injgolon delvors fuel tothe mario at the ine va Fig, 3.3, On fuotinjctod cars, tuned intake numers improve performance by rsinioring ram elect to pack in mae ai and increase torque f SEs SeRe ene See 6 BOSCH FUEL INJECTION— AN OVERVIEW The simplicity ofa turbocharged Bosch systems evidentin the Skio Barber Saab racing series cars which are powered by nearly stock production Saab Turbo engines equipped with Bosch LH+Jetronic fuel injection, as shown in Fig. 3-4 Fig. 8-4, Tubochargers and vlinjocton go weltogethe, in both road cars and race cars, 3.1 Pulsed (Electronic) Systems Tho pulsed systems are sometimes refered to as "Elec: tronic Fuel injection” (EF I}, and these are the systems that most people think of when you say “fuel injection.” There are several Bosch variations of pulsed systems, but their basio functions are the same, Inall of the pulsed systems, incoming airs measured by a Sensor which puts out an electronic signal proportional to air flow. An electronic contol unit (ECU), responding tothe signals ‘rom the airflow sensor and other sensors, meters fuel to the engine by way of electicaly-operated solenoid valve injectors. Fuel is injected in a series of short pulses, always under electronic control, In Bosch systems, the number cf pulses is [proportional to engine rpm, The length of time of each pulse is Controlled electronically, so the injectors deliver more or less fuel per pulse depending on mixture requirements, ‘Since neatly all present day Bosch fuel injection systems feature some kind of electronic contro, these systoms can no longer be accurately identified by the EFI label. In this book, I Use the term “pulsed to rater to all systems with solenoid:valve injectors, opened in a series of pulses to meter the fuel, En- ines equipped with pulsed systems can be quickly identified by the electric injectors connected to @ common fuel supply tall, as shown in Fig, 2. Fuel Injection Types Fig. 8:5, For pelted injection. {EF look tor elec ‘pated injoctors (1) connneteto the hal a5 nts Porsche 944 Motion 3.2 Continuous Injection Systems The continuous systems are sometimes raforred to as me- chanical or hydra-mechanical, because fuel metering is doter mined dy the mechanical relationship between an airflow sensor and a fuel distibutor. The tirst continuous systems were distinctly different from EF systems, sinco thore was no electronic control of basic fuel deivery. The continuous injection family has now grown and spawned more highly developed versions, and electranic con- trol has been a part of almost all CIS fuel injection since 1980. Fig. 9-6. Forcontrucusinoctor (05) looklorthe puncte ct fetes, usually brated io ths, leading to simple Injectors without elecivcal connectors. a 8 tS ‘uct 5000 turbo, BOSCH FUEL INJECTION— AN OVERVIEW 7 In continuous systems, Incoming ir is measured by an airflow sensor plate which is mechanically linked to the fuel distributor. Fuelis metered by this mechanical ink in proportion to the incoming air flow, and delivered to the engine through pressure-actuated injactors, Fotis injected in continuous streams, all the time as longas the engine is running. This continuous fuel delivery gives the system its name, Continuous Injection System (CIS). The fuel tistibutor manipulates {uel pressure to control the volume of fuel detivered under various operating conditions, 4. ENGINE MANAGEMENT Engine management is a term applied to systems that ‘control more than tue! injection; in particular, they control igni= ‘ion timing. Ignition timing has always been important to power and economy, even when Henry Ford's Model A provided the river with controls for timing and fuel. Later, a form of auto ‘matic contro! was provided by flywoights in the distributor that advanced timing for inoreasing rpm, and by vacuurn dia: phragms thet relarded timing for increasing engine foad. Fig. 4-1. tn Forc Model A dtver contd Wining and fue ‘anualy, by storing colume levers, Meco ele: tronis engine menagoment ystems automat ont kl intion andigntion timing mary tines teach second! Beginning about 1982, than the contol of fuel ee 1 njection” began to mean more very. Igniton trning and fuel delivery losely related. For examiple, careful adjustment of ignition ING at icle can increase fuel economy and reduce emis- Sons In Bosch “Motronic” engine-management systems, uel Celery control and ignition timing contol are combined in one Fanrol unit that processes all of the necessary engine infor- eens, Besinning in 1984, Motronic engine-managemont sys- ' also controlled idle rpm, 4.1 Control of Ignition Timing ‘The correct timing of the sparkplug fling depends on many Of the same variables that determine fuel metering, including engine speed, engine temperature, altitude and, in some. ‘cases, whether the engine is knocking. In engine-management systems, the ignition control uses these variables to compute the ignition timing point. in most cases, as in Motronic systems, the control unit refers toa timing map, a set of data points in the ECU memory that give the best timing point for al conditions, igston advance Fig. 4-2. Motronic ignition teming depends on ignition ead- ‘only merry (RON) stored inthe elactonie coro! uni. gnitontinirg can esa or bes peexmance for any combination o load ard spr, based on extensie teste, 4.2 Control of Idle Speed Control of idle speed contibutes to fuel economy and reduced emissions. Using many of the same variables already ‘nputto the ECU, the control unitadjustsiale rem by varying the ‘amount of air bypassing the throttle valve, as well as varying the 'gnition timing. 4.3 Other Electronic Controls Other engine-management functions may be included in the control unt functions. For example, some Motronic systems control the opening and closing of the fuel-vapor charcoal canister purge valve, Engine Management 8 BOSCH FUEL INJECTION— AN OVERVIEW 5. THE BOSCH JETRONIC FAMILY TREE Bosch builds two basic types of fuel injection —pulsed and continuous —with several variations and improvements over the years. You'l want to knovr these diferences in operation to understand the function of each distinct system, and to service ‘each system. Fig. 5-1, a “family tree” diagram of all of the Bosch systems covered by this book, shows the progression of the two “branches.” Contes research & evelopment ae r[_twerens KeMovene 1008 Lrtvetronia KE etre wea | owone KJetonio wah Lambda sore | Leotonc wh ert Kvatronio 974 | Lverone 1967 Duoterie I Continuous Pulsed ection Feoscy roe Fi : cis) Fig. 5-1. The Bosch Jeronic family tee branches can be ded into ine pused systems, atten cated EF ‘ond the conteuous systems, offen cated CS oF ‘mechanisal. Some othe earer dettons ofthese systems are leas use these days because all of the systems inouding the "mechanic" ones use elecvories. The Bosch Jetronic Family Tree 5.1 Pulsed Fuel injection Systems Daletronie. The frst Bosch Jetronio system, The D is short {or Druck, the German word for pressure. Manifold pressure is, ‘measured to indicate engine load (how much ar the engine is, using). This pressure is an input signal to the control unit ECU) {or calculation of the correct amount of fuel defvery. Laletronic. The Lis short for Lutt, the Getman word for air. Ait flow into the engine is measured by an airflow sensor with ‘8 movable vane to indicate engine load. Later systems have Laminda contro! (sometimes represented by the Greek letter \) for more precise mixture control, For more on Lambda, see chaptor 2. Letronic was often called Air-Flow Controlled (AFC) injection, to further separate it trom the pressure- controlled Dvietronic. LH-Jetronie, LH-Jetronic measures air mass (weight of alr) with @ hotwire sensor instead of measuring air flow with an ait vane (volume of ait) as in Luletronic. Otherwise, L and LH systems are very similar, The H is shor for Heiss, the German, word for hot Motronic: 6% KEdotenie: 12% Ubletonie: 9% eter wan K:Lambca Lame 11% Si Letonio: 986 Oslotorie: 76 K Base: 15% | sanomecr | Fig, 52, Estimated Bocch bul tuetinjecton systems in the US. through 1987. Out of about 6,000,000 cars. ‘bout 60% are continvous systems, and 40% are pulsed systems About 7 out ef 10 systems have lamba conta. | | | | BOSCH FUEL INJECTION— AN OVERVIEW 9 5.2 Continuous Injection Systems Koletronie, The first continuous system. Bosch called it K, {or Kontinuertich, the German word for continuous. Air flow is ‘measured by a ciroular plate in the alr-flaw sensor, Until 1980, fuel delivery Is sticly under mechanical control in direct rela tion to air flow; there are no electronics. | call this K-basic Volkswagen, Aual, and Mercedes cal it CIS. KoJetronic with Lambda Control. This is an adaptation of Kebasie mechanical control, The mixture is modulated with a limited electronic control in a feedback system to maintain a precise air-ue! ratio. As you'l see in chapter 2, Lambda (a) refers to a certain air-fuel rato. | call this version Klambda. KE-dJetronic, This combines K-Jetronic mechanical control with total electronic modulation of the mixture. It uses many of ‘me same sensors used in LJetronic systems. Because it is sed on K-Jetronic, itis stl capable of failsafe mechanical ‘operation ifthe electronics fail. I callt KE; Volkswagen, Auci, and Mercedes call it CiS- 5.3 Engine-Management Systems. Bosch engine-management systems are often grouped un- derthe single term “Motronic.” This can be confusing, because while the orginal Bosch engine-management system was called Motronic to aitferentiate it from the Jetronic systems, there are now many different Motronic-type engine- management systems. So when you see 2 system called "Motronic", make sure you know which type itis. Motronic. The first “engine-management” system. It com- bines LJetronic pulsed fue! injection with electronic ignition timing control in one control unit. In most engines, it also has electronic ate stabilization for a completa engine-management system. For clarity, I may sometimes refer to this system as Motronic. Beginning in about 1986, Motronic may alsa have “ittonal functions: ‘* Knock regulation by ignition timing of individual eylinders. ‘* Adaptive circuitry —it adapts tuel delivery and ignition tim- ing to actual conaitions. it does this so well that, beginning 'n 1968, idle rpm and mixture are no longer adjustable, * Diagnostic circuitry—the control unit recognizes system faults and stores faut information in its memory. LH-Motronic. This is the same as Motronio, except that it 1US2S a hot-wire air-mass sensor, henca the LH, All LH-Motronic Systems have electronic ide stabilization. KE-Motronic. Igntion-trning control added to KE-Jetronic 21 njection. It has the same actional functions as Motronie ‘ystems, ti Monotronic. | mention it nere, though it is not covered by Ws book. This isa single-point, thratte-body Mottonic ower. Ret ANS simpler than Motronie, not used In cars currenty ‘imported tthe US. 5.4 Bosch-Licensed Systems Worldwide, almost all current fustinjection systems are based on Bosch technology to.a greater o lesser degree. Most Japanese fusl-njection systems are built under Bosch license, land many US, cars use Bosch components, buit with Bosch principles under licensed production. The following systems are Bosch European-icensed systems installed in European made cars sold in this country. Volkswagen Digifant, This pulsed system was partly de- signed by Volkswagen, but operates pretty much as Bosch Motronic does. Its timing control map is less complicated than the Bosch Motronic map. It daes not have a knock sensor. Volkswagen Digifant Il refined version of Digifant. Along with control improvements, it uses a knock sensor for more precise ting control Lucas. This system, used in Jaguar and Triumoh cars, is a Bosch Lvetronic system licensed for production by Lucas. 6. Cars WITH BOSCH FUEL INJECTION AND ENGINE-MANAGEMENT SYSTEMS. Bosch Jetronic fuel injection arrived in America in 1967 in the German-made Volkswagens. Emission-control legisiation {forced their adoption on the VW air-cooled engines, because their uneven cooling raises emissions. For more than ten years since then, fuel injection has been virtually standard in Euro- pean cars delivered in the U.S. The Japanese are catching up: by 1969, over half their cars delivered in the US. are fuel- Injected. The changeover to fue! injection is accelerating, Car- buretors on new cars in the U.S. will soon be as rare as drum, ‘brakes on front wheels. All cars delivered in the US. Tegend 100% __ Throtile body injection {roan arian crs 80%: injection (restly | Bosch or fiosen-tcensed) mg Contewoous inaction fall Bosch o% 75 76 77 78 79 80 81 82 83 84 85 86 87.88 Model year move Fig. 6-1, Tolalcar sales inthe US, chow he replacement of carburetors by fuolinjection systems. The brat Popularity of diesol fuel injecton in 1970-1981 ‘caused a “chesel dip in gascsne injection procuc- ten. Cars with Bosch Fue! injection and Engine-Management Systems 10 BOSCH FUEL INJECTION ~ AN OVERVIEW How can you tell if your car has a Bosch fuehinjection systom? None of the European cars sokt in the US. wear Jotronic oF Motronic baciges, bul most have fuel jection clues ‘on the car badge, Lately, though, these clues are disappearing, Apparent, considering that almost all of these European cars sold in the US. injection, who needs to mcicate that by badge? No longer Goes any car indioate cise brakes by spelling it out on the brake pedal, as was once the vague, Volkswagen, Audi. Early fuetinjected cars ware sold at the same time as carbureted cars ~look for the words “Fuel Injeo tion" on the roar deck, whether the VWis assambledin the US, oF is imported, Since 1977, all Vis have been uel injected, with fuel injacton badges. In GTI models, the | stands for injection, Audi in the same farnily, also badged fuel injection, sometimes you'l see turbo instead, but the car is stil fuel Injected 1. Sometimes badges boast about numbor ol vals Sorocoo, as most <-vee per cysnder engines ‘operates with fel njecton, Fig. 6-2. VV vrs the fist user of Bosch Jotrns Emssion -ntetlocstaion forced aietian is! cod welt conrad Fig, 6-5. Most Aucis spot it. Aus yes one ofthe Users of Keron, a 1975, Porsche, Saab, Volvo. These three began identifying fuel Injection by adding € for Einsprite, the German word for injec tion, The E-for-injection might be lostithe badge included T fot turbo, or SC for super coupe. By 1976, fuel injection had become normal, so we do not see Porsche SITE, 9246, oF 9286 even though all of these cars are fuel injected. Around 1980, the E on Volvo baxiges no longer indicates fue! injection, but indicates a level of kucury equipment Fig. 6-3. Viv15 the biggest user of Jtron ear mpoctedt rom Germany and buitin US Most iekat-cooled Ve are Rel welt Cars with Bosch Fuel Injection and Engine-Management Systems BOSCH FUEL INJECTION— AN OVERVIEW 11 Saab 16 an eaty user, begnnang in 1970. Early iuohinpeted cars were badiged E, for Esp 28 Furbo vas fis 0 drop & Fig, 6-8. Yohos and Sass have boon fuebinested for so long that an inceaton of fukin thas boon replaced ath a dank ‘equioment Mercedes-Benz. They also began adding an E to identity the fuel.injected cars from those with carburetors. Most gaso: ~ line Mercedes show E. An exception is the two-seater SL, ~ Which is fuel.injected but omits the E to distinguish itsel! from Petes the coupes, SEC, and from the long sedans, SEL. All Mercedes: | i } Re AEE are fuel injected, the diesels are identified with D. Fig. 6-7. Peracne has chopped the . Fersche began using recon wih Pe 19709146 Fig. 610. Moroedes use KE-etronic. Swich fom 0: KeJetionic wasn 1976, D badges are FIG. 6-8, Volo 164€ hi tho marke! wy Oder 1972 Fst uso was o7 1800E w 1970, Cars with Bosch Fue! injection and Engine-Management Systems 12 BOSCH FUEL INJECTION— AN OVERVIEW Fig. 6-19. BW i means (uo ijeotan. BMW began using Lotonis in Soyinder engines in 1975. K- Fig. 6:11. Omitting tho E hore helps cierentate this twor etre in A-cyknder engines in 1877 sealer SL-Sypor Loicht (he Geman word! for ght) —ltom tho SEC coupes. SSS SUR en Fig. 6-14. On badge on fusl-jected BMW 3250, ¢ stands for Eta, the Graok later for eFiciency Fig. 6-12. € for Einsptzis mid vith S for Super and tor Lang (he Garman word fr long} on tis Mer ‘ceces Sedan. BMW. BMW usually adds i for injection, beginning with the: Goylinder 530i. BMW 2002ti (a carbureted car), stands for “touring international”; BMW 2002ti stands for “touring inter- Rational, injection’. Since 1979, BMW has used E for ota, the Greek letter for efficiency to indicate engines tuned for better torque and economy at iow and mid-rpme; all BMWS are fuel Injected but, in this ease, E does not stand for Einspritz, What's 8 in 528es? "Eta, Spon”. Cars with Bosch Fuel Injection ee eee i BOSCH FUEL INJECTION— AN OVERVIEW 13 ‘Table a will enable you to identily what type of Bosch fuel injection systemis in your specific make and model. does not include US. hybrid systems that mix Bosch components with others, such as 1985+ Corvettes that use Bosch LHJetronic airmass sensors and injectors. This lst concentrates on Euro- pean cars, Including VWs mace in the US. Table a. Bosch Fuel Injection Systems Sold in the ‘Spicer (1601-1985) | Spear (1985-1989) United States ‘Manufacturer Injection system ‘Number Model Installed (round thousands) ‘ALFA 6 Luletronio wih Lambda | 1,000 Graduate (letronie wih Lambea | 11000 Graduate (1886.0) | Movoric . Give vewonie with Lambda Nino (1986) Motreric iano (1987-1989) | LU-etonic Lvetronic wth Lama Motenie ane | ‘lance (Catferia) | Lvetronie with Lambda. | 30,000, ‘aneetEncore | Leonie 15,000 (Calforia) 20D ioots Kvetronc 27,000 Fon Ketone 8,000 2000 (1990) Keron 10,000 4000 [1981 on) | Ketronie wits Lambda. | 43,000 and +8 £000 Quatro KE Vetronc 13,000+ 000 $ (1984-1997) | KEVetronis 44,0001 so0a 1978-1978) | kevatonio 38,900 eno (1920-1989) | Keeton with tama. | 72,000 © $ (1884-1685) | Keeton with Landa | 62000 00 § (805) Kedewrons “3.000 5000 8 (1807-1988) | KEdvetonic 121000+ 3000 Turbo Ketone with Lambda. | 46,000 (1980-1985, 1985) 5000 Turbo (1884) | KE-Veronic 30008 Turbo | Kotani with Lambda 5000.68 Tuto | KESWotonto. 1980), S60 C8 Guat cone 960 vate | Ketone with Lamba 5ac0 C3 Quatto | KEBotonie ‘ ate 988 War KE Motronic : 0790 wn, KE2Jetrone " 0190 Quatro ouro0 Quateo | Keaton 7 wane duatwe | Kecioonie : Soups (1981-1964) | KJatranic wth Lambda. | 11,000 Cave (385) KEveronie ‘4.000 Soup ST (986) | KE Vorom 3.000 eae KERetronie 2ocos Ovateo Kuotronc wih Lambda | 2.000 ‘eiertation 2 alate Table a. Bosch Fue! Injection Systems Sold in the United States (cont'd) Manufacturer? Injection system Number Model Installed (in round thousands) BERTONE x18 tL Jotronig with Lambda BMW 3.03) Letronio 318i LWuetronic 8201 (1977-1979) | Kevotronie 3201 (1880-1963) | KJatronio with Lama ‘25/8256, Motronic ‘5286 (1971981) | LJetroni with Lambda 598E (1982 0n) | Motronic 520 Luawonie S05/595iS Mtronic e200 Lotronie 629CS) (1978-1979) | UJetronic 699CS% (1980-1981) } Cewonic win Lamoga 83808) (198209) | Moonie S2ECSI Motronic 73 (1978-1978) | Letronic 7331 (1960-1981) | LJetronie with Lambda 7334 (1982 on) Motronic 135i Motronic 750 Li-Motronic M3, 5, MB Mowonie DeLOREAN DeLorean Kevetronic wih Lamboa | 2.000 EAGLE Medallion Luvetronic * FERRARI 208 GTB Si ‘KJotronic with Lambda | 3,000 323678 KeJerronic wth Lambda | 2.0004 Mondial Mondiat | KJeronic with Lamoda | 2.0004 Testarossa KEvotorie 4000+ Har Brava Lvetonicwith Lambda | 16,000 Spider LNetwonie wit Lambda | 43,000 Strada LJetonic wits Lambda | 21,000 xa Letione win Lambda | 15000 ‘JAGUAR Xasouspusvi2 | LJetonie wth Lambda | 95,000 (1980-1986) { YUBUSHUSVI2 | Letonicwith Lameda | 23,000+ (1987-1989) Cavcast LANCIA Beta LWetwonie wits Lambda | 2,000 LoTus T ae Esprit Turbo KeJotronio wih Lambda | 2000+ MASERATI Maserati Motonic 1000+ ‘continued on next page Cars with Bosch Fuel Iniection 2 14 BOSCH FUEL INJECTION— AN OVERVIEW ‘Table a. Bosch Fuel injection Systems Sold in the Table a. Bosch Fuel Injection Systems Sold in the United States (cont'd) United States (cont'd) Wanaiocured | wiecton system | Wambor Manton Tajecden system | Naber Move! Irate Move! toto finroun roura fhoveend) roveands) MERCEDES-BENZ a RENAULT EEEH Hi Toe (is0e98° | KevJorone 73000 Flegoruege Tuto | Lietoric wih tanta | 25000 too rae on” | Kedevone : (dee 8 one Kevverie 0004 loge tees) | LUvevonie 5.00 Boe (erttera | Buono zoco fica toSetonc 885 beac orriera) | Kvotons jo000 Rirmirooan | Coven ‘Seco Zane iscoteet) | Rvotene wen tambo | ‘3208 Ria (see 660) | Caetone win tamodn | 2999 feo (07 Svatone Seco Fa (1365 totter 2000 Soon (096, Rectan aéiccos Soorvagen torent fe on) sane SEL 987) | neJevenc | 2x00 ROUS ROYCE SE Tee ey moe | 260, RoleRoyefa)__|Kotonicwth tambas | 7.000% SE (1908) relewencwan Lanbae. | i =a ‘ee resveone e00+ ee eet enc00 : 420 SEL (1987) KEvetronic 15,000 Le del zl osoe Ovorone B09 99S (| Keeton 2000 (972178) Brubo” —| sonewin tanta | 4000 sor ere 079) | Ketone saono Ste ooo) | fistole win tba | 900 ‘sce (in) feleronswin Lambda | Toe Secreta | Ronan as | 120% 500E (1983), Kedetonie with Lambda | 7,000 erat eee 7 Seo (reer toes) Keron win Lamba | 9000+ sto twee Ketone wih tanta | 50,000 $60 (1986, 1988 on) | KESJetronic 15,0004 a Seo tse Revise 2n00 00 Tbe Levene 22.00 MERKUR + 3009, $, Turbo LH2Jetronic, 22,0004 Wein Siome, | Oumtone Foe) | snows ae = : eas sass Maton eas 4000+ ‘pe “ "iow Manta 1e0ce___| tetanic 40,000 ter Lsernicwin Lambda | 25.000 peuGeST Tho Cerone wit Canbae_| + 08/5051 KeJotronic with Lambda | 60,000 Vouvo EEEEEE! S05 Turbo, at sx | Nowe’ 000 vane Doron 25000 ee tearisrtso7 | Soeons a0 Fons je Bear tbe (1978 Reiceore ssc00 Couns, bret : ae cere es 9115 (1974187) | Ketone 15,000 San een, 98118C (1978-1979) | KuUetonic 4,000 pt ta) ee to 51130 (9601909) | Koverc win Lameda. | 18909 asoe (ere ore) | Karon 25,000 SMSC (8 ‘vane iano as0t (i879 Felevene wh tamoda | “3509 guitare | Kasten zaco Movoto — | Urevenene ‘p00 \ St tub ; Zea raat) | even min Lares | “ita f 911 Turbo (1978) Keletronic 1,000 een ee eer 911 Turbo K-Jetronic with Lambda 3,000+ fae Urbietionic peeee i (1986 or) (1984-1985) 912 LeJetronic | 1,000 fer! LHe vetronie 1 | S14E (1970-1973) | Detone 45,000 7figeson) A | seeueccem) | Suara £3 $0 Lesa 928 (1976-1979) | KJetione 17.000 Dv (1980) Kedetronic 33.000 Sete | leone ose | 17983 DLae%0nq) | Keeronts win tamea | 92999 j 80 ‘ton 3000 Bciees ses) | Cuma 138.900 | 8245 (1987 0°) | Motionc : 11980) Keone 9.000 i S24 Tuto tierone wih embea | "5000. Sree Ketone win Lambda | $000 } 928 (1978-1979) | Kvetrone 7,000 1 (1962-1885) LHvetronio 68.000 98 (1680-1088) | Letronie wih Lamba | 7.000, ge ‘eetonic witn Lambda | 2,000 i 288 (1985-1986) | LitJetronie 61000 bisa ‘vetronic with Lambda | 38,000 L 9285 (1987) ‘Motronic 2,000 (1381-1994) i wae oy | Merene 7 atta 289) | ustvoronc 2.000 ser Keron 1000 i: 948, S, Turbo Notions 50,000 + ‘continued on next page Ettore nwo : “oration revavaioe j i Cars with Bosch Fuel Injection ‘ Taper Eehepiries Wintel ee Table a. Bosch Fuel Injection Systems Sold in the United States (cont'd) BOSCH FUEL INJECTION— AN OVERVIEW 15 Manufacturer? Injection systern ‘Number Model Installed (inround thousands) VOLKSWAGEN Types Duetronic Type 4 (1971-1978) | Betton Type 4 (1974) Lotionie Boete eronic Bus tronic Cabriolet KE vetronie Corrado Dagiant i Dasher (1976-1980) | Kveronic Dasher (1981) Ketone with Lambda Fox Keronienveronie wih Lambda wot (1985-1987) | Kvetronic with Lambda Got (1988 on) Digtantit Goll GT! KE versie (1998-1967) Got Gr (5987) KE votonic * Goll Gr (1388 or) | Digtant * Goll GT 16 KEvevonic * sata (1980) Kelotonic 9.000 seta (1981-1988) | KJevonic with Lambda | 102,000 seta (1986-1987) | KEVetrenic | 520004 “ota (1988 or) Digitera i + eta GU KE votre * (1985-1987) ota GU Diotare * (1308 ony Quantum KeJotonie win Lambda | 43,000 (1362-1994) usr KE veto 33,000+ (1985-1985) Rabbit (187-1980) | Kvetonic 453,000 Rabot (1881 on) | KJetonio with Lambaa | 109,000 + abot Gn KeJetronic with Lamba | "25,0004 (1983-1984) Scirocco Kevetronie 77.900 "167 1900) reco KoJetrone with Lambda | 94,000 1381-3987) Scrocca 16 KE Jetronio . Vanagon sronic with Lambda | 48,000 (6980-1999) Vanagon Digiet WW version ot | 38,000 (1988-1985) LJtronic with Larrea) Yenegon (1886 or) | Digitant! 24,0004 “information ot avaiaols Cars with Bosch Fuel injection Caer eid ale aL eli h let ae Chapter 2. Engine Management Fundamentals Contents 1. Introduction 2. Basic Factors 24 AirFuel Ratios. The Basic Combustible Mixture Rich and Lean Mixtures. ‘Stoichiometric Ratio, ‘The Excess Air Factor—Lambda 22 Driveabilty and Emission Control Fuel Economy - CAFE. 23 Air Flow, Fuel Delivery, and Engine Load 24 Fuel Prossure 25 Pressure Measurement Gauge Pressure vs. Absolute Pressure vs, Vacuum eee es 3. Operating Conditions and Driveability. 2.1 Normal (Warm) Cruise 32 Starting Cold Start Warm Start Hot Start lantion Timing and Starting 33. Post-Start and Warm-Up 10 10 10 1" " " 2 34 Idle Cold and Warm-up lle Warr Idle 8.8 Acosleration 8.6 Decoleration and Coasting 37 Attitude 3.8 Engine Shut-Off 3.9 RPM Limitation 3.10. ignition Timing, jon Control 4.1 Combustion By-Products. 42 Effects of Air-Fue! Ratios on Polutants 49 Exhaust Gas Recirculation (EGR) 4.4 Exhaust Gas Aftertreatment, AIR, Air Injection Reaction Catalytic Converters ‘Three-way Catalytic Converters - Control Systems 5.1 Closedtoop Control Systeme Lambda Sensor. Changing Engine Conditions, 2 12 18 13 13 4 4 4 14 18 18 16 7 7 7 7 7 18 18 18 19 ENGINE MANAGEMENT FUNDAMENTALS 3 1. INTRODUCTION ‘What sets fuelnjection and engine-management systems apart from other fuel delivery systems is their abiliy to precisely control fuel metering and adjust it in response to changing ‘operating conditions. The Key elements in the success of Bosch fuelinjection and engine-management systems are (a) ‘a comprehensive understanding of the engine's varying fuel elivery requirements over a broad range af operating condi- tions, (b) extensive research into how the factors which influ- ‘ence the engine's fuel needs can be measured and interpreted by control systems and, (¢) highly developed methods for controling fuel metering to optimize overall performance. In this chapter, review the basic factors governing air-fuel ‘mixture and fuel delivery, Il describe why various engine crating conditions demand different airuel mixtures, and I'l ‘plain how the airuel ratio can be manipulated to improve civeabilty and control exhaust emissions with litle sacrifice of power. In chapter 3 and chapter 5, you'll see how Bosch apoiies these principles to the design and operation of thelr fuelinjection systems, 2. Basic Factors First, the basics, We'l take a closer look at al-uel ratios and the engine's basic demands for a combustible mixture. 1 describe adcitonal factors affecting fuet delivery which are imposed by the demands of the car-buying public, and we'll examine pressure and pressure measurement —a subject that 's fundamental to understanding how Bosch uel injection sys- tems work, 2.1 Air-Fuel Ratios ‘An engine's throttle controls the amount of air the engine «es in. The main function of any fuel delivery system isto mic {uetwit that incoming arin the proper ratio. Small variations in airfuel ratio can have dramatic effects on power output, fuel Consumption, and exhaust emissions. The Basic Combustible Mixture Lawes of physics tellus that combustion of any substance ‘Sauires a suficient ratio of surface area to mass (eral enough Bailes and the correct amount of oxygen (n proportion {0 the amount of tue. In internal combuston engines these Epctions are met by atomizing the fel ino tiny droplets, anc Mi meteting tel coreet proporton to the intake air In round *, Approximately 14 pars of ar are required to support Srl combustion of 1'part of fuel—in other words, an Fat of about 14:1 Fuel Fig. 2-1, By mass, lakes about 14 parts of air to support Complete combustion of 1 part of fuel. Bator to- ‘ays canoes aver fue! ecascrry ang emissions, an ar-ucrao somewhere case 0 14:1 was good enough Throughout this book, I follow generally accepted practice and discuss air-fuel ratios primary in terms ‘of mass. This s the simplest and best way tohelp you Understand the basic factors governing fuel delivery land combustion. Many of the Bosch systems, how- ‘ever, measure alr tlow by volume. It is interesting 10, see that, by volume, the proportion of air to fuel is approximately 11,500:1 11.5001 Fig. 2:2. By volume it takes appronimatey 11,600 parts of ito support comelete combustion of part ua, Basic Factors 4 ENGINE MANAGEMENT FUNDAMENTALS Notice that lam talking about combustion thatis complete — ‘combustion that makes the best, mast thorough use of fuel, Alrfuel ratios which are higher or lower than approximately 14:4 wil stil burn, but such combustion produces unwanted by-products and other side effects. As you read further into this chapter, you'll see what those are, and why precise control of the air-fuol ratio has become so important, Rich and Lean Mixtures The terms “tich” and “lean” are used to desctibe mixtures. which deviate from the theoretically perfect airtuel ratio and bum less efficiently A tich miture is one with a lower air-fuel ratio: there is insutticont air (oxygen) to support complate combustion of the fuel, Rich moures increase fuel consumption and emissions of hydrocarbons (HC) and carbon monoxide (CO) =the products of incompletely burned gasoline, They tend to reduce power, increase carbon deposits and, in the extreme case, foul spark plugs and dilute the engine's lubricating of, “Enrichment” is the process of metering more fuel for a given amount of air to produce a richer mixture, Fig. 2.3. Rich mixtures contain more fuel than can be com: Pletely bumned in the given amex ofa A lean mixture is one with a higher air-fuel ratio; there is ‘more air than necessary for complete combustion ofthe fuel, ‘The fue! will bum completely, but more slowly and at a higher ‘combustion temperature. Lean mixtures reduce power, elevate engine temperature, and increase emissions of oxides ofritro- {gen (NO,)—a product ef combustion at excessively high tem. erature. They also tend to cause driveability problems. In the ‘extreme case, the high temperatures resuiting from lean com- ‘bustion wil cause pre-igniton ~ violent, untrmed combustion of the mixture which has the potential to cause serious engine damage. Basic Factors Fig. 24, Lean miures contain more at than is necessary for combustion ofthe fue. Infor combustion ro duces power and can cause engine damece Stoichiometric Ratio When "gas was cheap and the air was dirty,” carburetors were usually set up to deliver matures richer than 14:1, per haps with an airue! ratio as low as 12:1. As the car aged and ailitle excess air leaked in around the gaskets ofthe carburetor (r the intake manifold, the engine stil gat a good combustible modure. Then, 100, the carburetor was farther from the end cylinders than from the middle ones. A richer mixture was some compensation for unequal fue! distribution, ‘There was another reason for soting up carbureted engines to run a lite rich. Airuel mixture was less procise, and some Variations were to be expected. As shown in Fig. 26, variations in a rich mixture have only a small effect on power, while Variations in a lean mixture affect power dramatically ich ae fad vaion ‘Same varaion lean site Power: Power ‘change! Rich -— Alr-fuel ratio. —* Lean | Fig. 2.5. Vaiaton in a ch aire siference in power en the same variation in alea ial rato, rato makes much tess ENGINE MANAGEMENT FUNDAMENTALS 5 For today's engines, with the increased emphasis on fuel ‘economy and reduced emissions, the ai-uel ratio has to be ‘controled much more carefully. The “idea!” air-uel ratio—the ‘ane which yields the most complete comoustion and the best ‘compromise between lean and nich mixtures —is 14.7:1. This is called the "stoichiometric" ratio. The mixture is neither tich nor lean ‘The Excess Air Factor—Lambda The stoichiometric ratio can also be described in terms of the air requirements of the engine. Bosch calls ths the “excess air factor" and represents it using the Greek letter 4 (amibde), {At the stoichiometric ratio—when the amount of air equals the amount requited for complete combustion of the fuel and there 70 excess air—lambda (i Fig. 2-6. The icoal oF “stoichiometric” aust rtio— hen here is st enough ait to Bun al the Aul—is 14.75, The e alee deoetbod ae bs amis) = + When there is excess air (air-fuel ratio leaner than stoichio- ‘metric), lambda is greater than one. When there is a shortage. fair (air-fuel ratio richer than stoichiometric), lambda Is less than one, ‘The concept of lambda (the excess air factor) was created Specially to support thinking about fuel delivery in terms of {he aie requirements of the engine. As you'll see later on, this Concept plays a big part in controling exhaust emissions, 22 Driveability and Emission Control unit Seseribed the engine's basic requirement for a com- tole mixture of air and fuel, how variations in mixture influ {eee Performances, anc how older carburetor systems tended {in ficher than the ideal air-fuel ratio in the interest of iwering smooth, reiable power. While powor is ahvays a requirement, modern fuel delivery systems face adcitional demands. increasing concern over the cost and availabilty of gasoline has resulted in greater demend for fuel economy. Environmental concerns and resuting legis- lation demand rigid control of harmful exhaust emissions. And, the car-buying public increasingly demands good riveabilty—quickstarting and smooth, trouble-free perfor- mance under any and all operating conditions. Each of these factors places different dernands on the fuel delvery system, and there are trade-cts, Adjusting the system for maximum power also means in- creasing fuel consumption. Minimizing fuel consumption ‘means sacrificing power and driveablity. Choosing either max- imum power or minimum fuel consumption means increased exhaust emissions. The modern fuel delivery system must be ‘ble to maintain strict control of air-fuel rato in order to achieve: the best compromise and most these conficting demands in the most acceptable way. In general, this means slight sacr- fices of power and fuel economy in exchange for optimum ‘emissions control Biosnioraiie (teat ‘Atel rato 126:1 Lambda 1) =0.88 Fig. 27. Tho ai-tal rato which devers magenurn power I ‘sighty richer than stoiciometi; the one which ‘elves minimum fuel consumption i sight mere lean han stoiciometic. The stoichiometric atin s ‘ compromise which sactloas very tte of ether. Basic Factors tt 6 ENGINE MANAGEMENT FUNDAMENTALS Ho Exhaust gag emissions 8 8 os 10 w Excese-cir factor Fig. 248, Stoichiometric sir-vel ratio (A = 1) yields the best ‘compromise for conto! of hydrocarbon (HO), car ‘bon moncxida (CO), and oxides of rragen (NO,) emissions, belore Me catavic converter a) orator 1O, Itis fuel injection’sabilty to maintain the air-uel ratio within ‘lose tolerances that makes it superior to carburetor systems. For the manufacturer, fuebinjection means better emission control and better fuel economy, both important in meeting increasingly stringent goverment regulation, For the owner, fuekinjection means achieving fuel economy and emission contro! while preserving driveability and maximum power. Fuel Economy - CAFE ‘Atong with the general demand for fuel economy, each ‘manufacturer must consider another factor: mandated federal Standards for rated fuel economy ~the Corporate Average Fuel Eoonomy (CAFE) standards. The industry trend in rated miles- per-gallon (mpg) tuned upward beginning in 1975, as catalytic ‘converters replaced engine de-tuning as a means of emission Basic Factors Control. in addition, government legislation established an av- erage mpg standard to apply to the total fleet of cars each ‘manufacturer delivers each year. Further, the target mpg stan: dard rose each year, starting at 18 mpg in 1978, and rising to 27.5 mpg in 1965, but cut in 1986 to 26 mpg. By 1990 it was ‘back up to 27.5 mpg. Fuel injection’s precise control of fuot

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