Content

General description of the Bosch Mono-Jetronic system ........................................... .................................................. ........ 2

General description of the Bosch Mono-Motronic system ........................................... .................................................. ....... 2
Components of the Bosch Mono-Jetronic system ........................................... .............................................. 4
Components of the Bosch Mono-Jetronic system ........................................... .............................................. 5
Fuel supply circuit .............................................. .................................................. ............................. 6
Electric fuel pump ............................................... .................................................. ............................ 6
Fuel pump relay ............................................... .................................................. ............................. 7
Fuel supply circuit check ............................................. .................................................. ............... 7
Inertia switch (if fitted) ........................................... ................................. 8
Fuel filter................................................ .................................................. .................................................. ..9
Throttle assembly ................................................ .................................................. ..................................... 9
Fuel pressure regulator ............................................... .................................................. .......................... 10
Additional series resistor ............................................... .................................................. .................. 11
Injector................................................. .................................................. .............................................. 11
Electronic control circuit ............................................... .................................................. ................... 12
Input signals ................................................ .................................................. .................................... 12
Crankshaft speed and position sensor (Mono-Jetronic) ...................................... .......... 12
Crankshaft speed and position sensor (Mono-Motronic) ...................................... ......... 13
Throttle position sensor ............................................... .................................................. .................. 14
Air temperature sensor ............................................... .................................................. ................... 15
Lambda probe (oxygen sensor) ............................................ .................................................. ........................ 15
Engine temperature sensor............................................... .................................................. ......................... 17
Air conditioning device activation signal .............................................. .................................................. ... 18
Battery voltage ................................................ .................................................. ................................ 18
Vehicle speed sensor (Mono-Motronic only) ....................................... ............. 18
Controlling actuators ............................................... .................................................. ..18
Output signals ................................................ .................................................. ..................................... 19
Fuel pump relay control .............................................. .................................................. ... 19
Fuel injection control ............................................... .................................................. ..................... 19
Idle speed regulator (stepper motor) ........................................... .................................................. 19
Adjusting the ignition timing (only in Mono-Motronic systems) ...................................... ........... 21
Solenoid valve for evacuating fuel vapor .............................................. ................................................ 21
Vacuum timing advance solenoid valve (Mono-Jetronic only). 22 Tachometer signal (Mono-Motronic only) ....................... .................................... 22

Signal for diagnostic device .............................................. .................................................. ..... 22

Self-diagnosis signal ................................................ .................................................. .............................. 22
Markings on electrical diagrams .............................................. .................................................. .24

based on: "Petrol injection systems" vol. 5, Wydawnictwo Auto, Warsaw 1997

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 BOSCH MONO-JETRONIC
BOSCH MONO-MOTRONIC

General description of the Bosch Mono-Jetronic system

The Bosch Mono-Jetronic system is a single point fuel injection system, that is, it has one injector for all cylinders ( single-point). This
system is commonly used in small and medium displacement, low power engines with a maximum number of four cylinders. As with other single
point injection systems, fuel is injected into a cavity above the throttle. The injection is synchronized with the ignition and an air / fuel mixture is
formed in the manifold leading to the cylinder where the intake stroke is currently taking place. Since fuel injection occurs in the chamber above the
throttle body, the system is also called TBI ("Throttle Body Injection") to distinguish it from multipoint injection where fuel is injected directly into the
fuel supply lines to individual cylinders.

The system is controlled by a central control device that receives signals from sensors and regulates engine operation. The amount of
air needed is determined by the angle of the throttle opening and the engine speed. Both of these parameters must be known in order to establish
the correct amount of fuel to be injected. The central control device uses these two basic pieces of information to calculate the injection time.

The throttle opening angle is measured with a throttle position sensor coupled to the throttle axis of the accelerator pedal. The engine
speed is measured by signals from the ignition system. These signals make it possible to calculate the basic injection time; it is then modified on
the basis of other supplementary information (engine temperature, air temperature, oxygen content in the exhaust gas

The central control device is not only responsible for fuel injection and exhaust emission
control, but also regulates the idle speed and controls the diagnostic lamp activation, the
activation of the air conditioning compressor (if fitted), the operation of the fuel pump and
the filter solenoid valve with activated carbon.

Self-diagnosis procedures are programmed in the central control unit and

displayed by codes by a lamp on the instrument panel to signal and identify possible system
faults.

Bosch Mono-Jetronic central control unit

General description of the Bosch Mono-Motronic system

The Bosch Mono-Motronic injection system is a modernized version of the Mono-Jetronic system. It is an integrated system in which the
central control device controls both injection and ignition. The device performs all the same functions as the Mono-Jetronic system and also
controls the ignition advance angle. Integrated engine control (injection and ignition) has the following advantages:

gives better torque characteristics, reduces fuel consumption,

reduces the emission of toxic substances in exhaust gases.

Bosch Mono-Motronic central control unit

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Block diagram of the Bosch Mono-Jetronic system

Block diagram of the Bosch Mono-Motronic system

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 Components of the Bosch Mono-Jetronic system

Components of the Bosch Mono-Jetronic system

Cl - fuel tank, C2 - electric fuel pump, C3 - fuel filter, C4 - injector, C5 - fuel pressure regulator, E1 - central control device, E2 - ignition distributor,
E3 - throttle position sensor, E4 - engine temperature sensor, E5 - air temperature sensor, E6 - idle speed control stepper motor (with a switch in
the deceleration phase / idle), E7 - main power relay, E8 - fuel pump relay, E9 - lambda probe (oxygen sensor), E10 - ignition coil, E11 solenoid
valve for vacuum advance ignition timing, E12 - solenoid valve for discharging fuel vapor, E13- activated carbon filter, E15 - indicator lamp
indicating faults and self-diagnosis, E16- diagnostic socket

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 Components of the Bosch Mono-Jetronic system

Components of the Bosch Mono-Jetronic system

C1 - fuel tank, C2 - electric fuel pump, C3 - fuel filter, C4 - injector, C5 - fuel pressure regulator, E1 - central control device, E2 - ignition distributor,
E3 - throttle position sensor, E4 - engine temperature sensor, E5 - air temperature sensor, E6 - idle speed control stepper motor (with a switch in
the deceleration phase / idle), E7 - main power relay, E8 - fuel pump relay, E9 - lambda probe (oxygen sensor), E10 - ignition coil, E11 - solenoid
valve for vacuum advance ignition timing, E12 - solenoid valve for discharging fuel vapors, E13 - activated carbon filter, E15 - indicator lamp
indicating faults and self-diagnosis, E16- diagnostic socket

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Fuel supply circuit
An electric pump powered by a relay sucks the fuel in the tank and sends it through special pipes to the filter, pressure regulator and single-point
injector. The excess fuel (about 70 ... 80%), not used by the injector, returns to the tank through appropriate lines. The unused fuel flow also serves
to cool the injector.

Fuel supply circuit

1 - fuel tank
2 - electric fuel pump 3 - fuel filter

4 - throttle body 5 - injector

6 - fuel pressure regulator

Electric fuel pump

The electric fuel pump sucks fuel from the tank and sends it through a special line to the throttle body, where the fuel is compressed by a pressure
regulator. The roller-chamber fuel pump is most often submerged in the tank. In order to maintain a constant value of the working pressure in the
circuit, regardless of the engine operating phase, the pump can send a much larger amount of

from what the injector needs to be delivered at its peak performance. With a supply voltage of
13.5 volts, the pump circulates around 90 liters of fuel per hour.

PRINCIPLE OF OPERATION

The fuel pump is controlled by a relay fed from the central control device (supply voltage is 12
V). When the engine is not running, when the ignition is turned on, the pump is activated
momentarily (for about 1.5 seconds) to increase the pressure in the circuit and to help the
engine start. During the starting phase or when the engine is running, the pump is energized
continuously. The above-described method of operation is aimed at preventing, in the event
of an accidental stopping of the engine or a rupture of the fuel line, from a constant leakage of
fuel, and thus eliminating the risk of fire.

Electric fuel pump (mounted inside the fuel tank)

1 - power contacts
2 - fuel discharge connection 3 - fuel inlet

4 - overload valve 5 - fuel outlet

6 - pump motor rotor

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 Electric fuel pump (mounted outside the fuel tank)

1 - disc rotor 2 - metal

rollers 3 - cable

4 - one-way valve 5 - overload valve

6 - suction chamber

Fuel pump relay

The fuel pump relay is controlled by the central control unit and is responsible for the electrical supply (+12 V) to the fuel pump. It is a relay with four
contacts connected as follows:

about contact "30" = +12 V input, continuously powered by battery;

about contact "86" = +12 V winding of the relay, from the ignition switch;
about contact "85" = minus (0 ... 1 V), control of the relay from the relevant central contact of the control device (see wiring
diagrams);
about contact "87" = + 12V output, power supply to the fuel pump via a fuse.

PRINCIPLE OF OPERATION

The pump relay is supplied with +12 V on pin "86" from the ignition switch. During the starting phase and while the engine is running (signal from
the speed sensor), the central control device is provided with a suitable contact (see wiring diagrams depending on the car type ), controls the
pump relay by a negative signal on contact "85". This causes the contacts to close

the relay and the current flow from the terminal "30" to
the terminal "87", i.e., from the battery positive terminal
to the pump positive terminal. The pump power cable is
protected by a fuse. In the absence of an ignition signal,
the central control device disconnects the negative pole
on the relay control contact (see wiring diagrams) and
turns off the relay and the pump.

Wiring diagram for fuel pump relay connection

Attention! In some systems, the main relay and the fuel pump relay are replaced by one dual multi-function relay that houses both relays and
supplies the following system components: central control, ignition coil, injector, idle speed regulator, fuel pump, lambda heater element, filter
solenoid valve with activated carbon, throttle body heating element (if fitted). The design of the multifunction relay differs from conventional relays
with four contacts, therefore the numbering of the contacts is different, but the principle of operation is not changed.

Fuel supply circuit check

Attention! The operations described below must be performed with all precautions with regard to flammable liquids and circuit pressure.

Equipment needed for the inspection:

1 - pressure gauge with a scale of 6 ÷ 8 bar, connected to the fuel supply hose, 2 - clamps for compressing the
hoses,
3 - electric cables with clamp terminals, 4 - digital multimeter with high
measurement accuracy, 5 - seconds meter.

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CONTROL ACTIVITIES
1. Check the circuit filling pressure
Ignition off. Using the wires with jaw terminals, bridge the contacts "30" and "87" of the fuel pump relay (contacts "1" and "11" of the double
relay) and start the pump with the ignition switch. The pressure gauge should show a pressure of 0.9 ... 1.1 bar.

2. Checking the pump discharge pressure

After turning on the fuel pump, squeeze the fuel return line with suitable pliers and watch the pressure gauge. The pressure should increase
to approximately 2.5 bar (calibrate the overload valve). If a different value is obtained, check the supply voltage (+12 V) and replace the pump
if necessary.

3. Checking pump performance

Disconnect the fuel return line from the injector and replace it with a sufficiently long line, the other end of which is inserted into the empty
measuring tank. Start the fuel pump with the test switch and measure the amount of fuel discharged per unit time into the tank. It should be
around 1.5 liters per minute (0.75 liters in 30 seconds).

4. Checking the pressure regulator

After carrying out the tests in steps 2 and 3, if the pressure is found to be incorrect (less than 0.9 bar or greater than 1.1 bar), check the fuel
lines (return line and filter). If the hoses are not damaged, you should expect incorrect calibration of the pressure regulator.

5. Checking the pressure remaining after stopping the pump

Run the fuel pump for a few seconds, then turn it off and check the system pressure: it should decrease very slowly (less than 0.5 bar for 2
minutes). In the event of a sharp drop in pressure, damage to the pressure regulator, pump check valve or injector should be expected. In this
case, you should:

a) squeeze the fuel return pipe just behind the pressure regulator with suitable pliers, turn on and immediately turn off the pump,
observing the pressure gauge; if the pressure value remains constant, the pressure regulator is faulty; in this case, replace the
upper part of the injector body;

b) if the pressure value during the test (a) changes, check the pump check valve; turn on the pump and squeeze the pressure gauge
outlet pipe with other pliers, then turn off the pump and watch the pressure gauge; if the pressure now remains constant, damage
is to be expected in the seal of the pump check valve; in this case, replace the fuel pump and make another test;

c) if the pressure value changes after test (b), the injector seal is probably damaged; in this case, check that no fuel is leaking from
the injector nozzle; if so, replace the upper part of the injector body.

Connection of the pressure gauge

Inertia switch (if fitted)

Some cars are equipped with an inertia switch (or a fire protection switch) located in the electrical circuit of the relay or in the fuel pump supply
circuit. If the car hits an obstacle (e.g. another vehicle), this switch immediately turns off the pump, interrupting the electrical supply between the
relay and the pump itself, or disconnecting the electrical circuit of the pump relay. If the switch is actuated accidentally (for example, when the car
wheel suddenly falls into a hole while driving), the switch can be restored to its original state thanks to a special button that can be accessed
through a hole in the body panel.

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 Inertia switch Fuel filter

Fuel filter

The fuel filter is used to trap any contaminants in the fuel or in the tank to prevent contamination or damage to the injector. The filter is built into the
fuel supply line between the pump and the throttle body. The arrow on the body shows how to install the filter. The arrowhead must be in the
direction of the fuel flow. The filter should be replaced periodically according to the manufacturer's recommendations.

Throttle assembly

The throttle assembly consists of two primary parts: the top and the bottom. The top part consists of:

injector,
fuel pressure regulator,
air temperature sensor,
the inlet and the fuel return to the tank.
The lower part consists of:
throttle,
throttle position sensor,
stepper motor for idle speed adjustment, fuel vapor inlet stub,

the oil vapor inlet connection.

Throttle assembly
1 - accelerator lever
2 - injector and sensor connectors 3 - air
temperature sensor 4 - injector

5 - pressure regulator
6 - idle speed adjustment stepper motor

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Throttle Assembly Components (Top) Throttle Assembly Components (Lower Part)
1 - air temperature sensor 2 - injector 1 - accelerator lever
2 - damper stop with an adjusting screw
3 - pressure regulator
4 - electrical wiring connector 3 - idle speed control stepper motor 4 - throttle position sensor

Fuel pressure regulator

The fuel pressure regulator is designed to maintain the pressure in the supply circuit at a constant level. The pressure must be constant regardless
of the amount of fuel supplied to the injector. The pressure regulation takes place by modulating the stream of gasoline "returning" to the tank; this
stream will be greater when the engine is idling and lower when the engine is fully loaded. The pressure regulator is made of a metal body with the
following components: a breather (a), spring diaphragm (1) supported by an appropriately calibrated spring (2) and a ball valve (3).

Fuel pressure regulator in cross section

A - fuel supply, B - pipe connecting with the injector, C - return pipe from the
injector, D - fuel outflow to the tank, a - vent

1 - elastic diaphragm
2 - calibrated spring 3 - ball valve

PRINCIPLE OF OPERATION
When the pump is turned on, the pressure of the fuel acts on the diaphragm and applies pressure in the opposite direction to the force exerted by
the spring. This causes the diaphragm to shift and the return conduit to open. The system pressure is regulated in proportion to the force of the
spring to be calibrated. This type of regulation does not provide for pressure changes in the system depending on the degree of engine load
(negative pressure in the manifold), because fuel is injected into the chamber above the throttle, where the intake air pressure is constant
(atmospheric pressure).

CONTROL ACTIVITIES
Refer to the section describing checking the fuel supply circuit ( page 8 ).

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Additional series resistor

The additional series resistor is an element connected in series between the injector and the pump relay (or the main relay in the second type of
system). This resistor is designed to reduce the operating voltage of the injector (from 12 V to about 4 V) and reduce the impact of the
self-induction phenomenon in the electric windings that could damage the central control device.

CONTROL ACTIVITIES
Disconnect both individual connectors connected to the resistor and use a multimeter (ohmmeter) to measure the resistance between the two pins.
The correct value is 3.5 Ω at 20 ° C. If the value is incorrect, replace the resistor.

Injector

The injector is a solenoid valve of the appropriate shape and dimensions, equipped with a fuel atomizer that delivers fuel to the chamber above the
throttle when the appropriate signal is sent from the central control device. The injector is located in the chamber above the throttle. A
non-replaceable filter mounted at the fuel inlet prevents dirt from entering the injector.

PRINCIPLE OF OPERATION
The injector is supplied with +12 V from pin "87" of the fuel pump relay (pin "13" from the double multi-function relay) through an additional series
resistor (3.5Ω). The second contact of the injector is connected to a contact of the central control device (see wiring diagram for the car) from which
electric signals of negative polarity are transmitted for a variable period depending on the amount of fuel to be injected each time. The injection time
is calculated on the basis of the engine operating parameters (RPM, throttle position, engine temperature, air temperature, lambda signal etc.). Fuel
is injected twice with each revolution of the crankshaft (four injections for each duty cycle).

Injector
1 - injector housing 2 - filter

3 - core
4 - electrical winding 5 - electrical
contacts
6 - spring
7 - ball valve
8 - fuel spraying nozzle

Injector disassembled with the bracket and hose joint

1 - injector
2 - bracket
3 - air temperature sensor 4 - wire connector

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CHECKING ELECTRICAL PARAMETERS
1. Checking the resistance of the injector winding
Disconnect the wires from the injector pins on the throttle housing and use a multimeter (ohmmeter) to measure the resistance between the
appropriate pins ("2" and "3" for Mono-Jetronic and "3" and "4" for Mono-Motronic). The resistance value should be 1.5 Ω at approximately 20
° C. Check the isolation from ground (R = infinity at open circuit) between one of the injector pins and the engine ground.

2. Checking the supply voltage

Ignition ON and use a multimeter (voltmeter) and the black ground probe to measure the voltage at the harness terminal (see car wiring
diagrams). The voltage value must be around 12 V. Any loss of voltage is usually caused by an open circuit in the power supply (relay,
additional series resistor, connectors, wires).

3. Checking the voltage in the working phase

Reconnect the connector, start the engine and measure the voltage between the injector terminals with a multimeter (voltmeter) (see wiring
diagrams). The voltage should be
0.120 ... 0.150 V (120 ... 150 mV) when running the engine warm at idle. This value increases with increasing rotational speed. Using an
oscilloscope, you can also measure the injection time and the course (shape) of the control signal.

Attention! Never measure the resistance with an ohmmeter on the wire connectors connected to the central control unit, as there is a
risk of damaging it.

CHARACTERISTIC

+ 12 V from pin "87" of the fuel pump relay (pin "13" of the double multi-function relay)
Supply voltage

Winding resistance 1.5 Ω at 20 ° C

- 1.5 ms when the engine is idling and warm

Injection time
- approx. 7 ... 8 ms at full load

Electronic control circuit

The electronic control circuit is controlled by a central control device which controls the following functions:

1.electronic fuel injection,

2.electronically programmed ignition (only for Mono-Motronic systems),
3.regulation of harmful substances emission,
4. Self-diagnosis of electrical faults.
In order to carry out the above-mentioned functions, the central control device processes all input signals relating to:

engine speed
and crankshaft position (signal from the ignition system), engine load level (throttle
position), engine coolant temperature,

intake air temperature,

engine brake and idle signal, vehicle speed (if provided),

oxygen content in exhaust gases (signal from lambda probe), battery voltage,

turning on the air conditioning unit.

Input signals

Crankshaft speed and position sensor (Mono-Jetronic)

The information on the rotational speed and crankshaft position comes from the ignition system (negative polarity signal from the ignition booster
module or negative coil signal or tachometer signal) and is necessary for proper operation of any injection system. Failure to do so will result in
immediate engine shutdown. The corresponding contact in the price

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the control unit may differ according to the type of system and vehicle. To determine the pin number, check the relevant wiring diagrams.

Crankshaft speed and position sensor (Mono-Motronic)

The crankshaft speed and position sensor is an inductive (variable reluctance) signal generator. The sensor elements are the winding and the
magnet attached to the clutch housing in front of the flywheel or in front of the engine crankshaft pulley. The flywheel has a 60 tooth gear rim. The
two missing teeth are the reference point for the angular position of the crankshaft. The speed sensor produces AC signals.

Engine speed sensor at the flywheel

1 - toothed rim on the flywheel, 2 - sensor bracket,

3 - sensor mounting screw,

4 - rotational speed and crankshaft position sensor,

5 - electrical connector,
6 - soft iron core, 7 - winding,

8 - permanent magnet,
9 - reference points for determining the position of the crankshaft,

10- screen

PRINCIPLE OF OPERATION

As the flywheel rotates, the sensor sends AC signals, the frequency (and amplitude)
of which is proportional to the rotational speed of the motor, due to the induction of
the distance change between the spine and the gear teeth. The central control
device detects the rotational speed (frequency) and the position (piston upper
position) of the engine crankshaft.

The signal of the speed sensor and the position of the crankshaft

CONTROL ACTIVITIES
With the ignition off, disconnect the connector plug from the central control unit and identify the appropriate pins (see wiring diagrams).

1. Checking the resistance in the winding

Connect a multimeter (ohmmeter) to the appropriate terminals and measure the resistance. The correct value is 300 ... 600 Q at 20 ° C. If the
value obtained from the measurement is different from the above-mentioned, identify the sensor connector by walking along the wire,
disconnect the connector and measure the sensor winding resistance on the connector pins ("1" and "2") again. If the measured value is still
incorrect, replace the sensor. If the value is correct, check and if necessary repair the connector or cables connecting to the central control
unit.

2. Checking the insulation from ground

After checking the resistance in the winding, measure the resistance between one of the appropriate terminals on the master connector and
vehicle ground. The resulting value should be R = infinity with an open circuit. If not, check the connectors and wiring harness. Damaged
connectors and cables must be repaired. If these parts are not damaged, replace the sensor.

3. Checking the voltage at the output

Prepare a multimeter (voltmeter) to measure AC voltage. Connect the multimeter probes to the corresponding terminals of the main connector
and turn on the ignition; the voltage received should be about 2 V. If the value is less, check the sensor gap (distance from the flywheel teeth);
it should be about 1 mm. If the gap size is correct, the voltage shortage could be caused by the demagnetization of the sensor. In this case, it
must be replaced. Summary - the rotational speed and crankshaft position sensor should be considered intact if all the tests are correct:
correct re-

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 resistance, proper isolation from ground and correct output voltage (when the starter is running, if the battery and the starter are working
properly).

Attention! A failure of the rotational speed sensor will stop the engine immediately; no alternative emergency signal from the central control device
is provided.

Throttle position sensor

The throttle position sensor is mounted on the bottom of the throttle body. It is a potentiometer whose electrical resistance (and output voltage)
changes with the position of the "gas" pedal. The potentiometer has two resistance paths on which the throttle position angles are measured. The
first path measures angular positions between 0 ° and 24 [deg.], on the other between 18 [deg.] and 90 [deg.] The paths overlap between 18 [deg.]
and 24 [deg.] to ensure signal continuity as it passes from one track to the other.

PRINCIPLE OF OPERATION

In the acceleration phase of the car, the throttle axis activates the sliders inside the potentiometer. Moving the sliders along the resistance paths
causes a voltage change at the output of the potentiometer. This change in voltage informs the price of

central control device with angular position of the

throttle. The potentiometer signal is necessary to
determine the injection time. Therefore, it is not allowed
to move the slider manually on the track. Change of
position even by

0.1 ° in relation to the correct position of the throttle

opening causes a change in the composition of the
air-fuel mixture by up to 4%.

Throttle position sensor - inside view

1 - measuring path 0 ° - 24 ° 2 -
measuring path 18 ° - 90 °
3 - movable slider mounted on the damper axis. 4 - damper axis

Throttle position sensor in the injector assembly

CONTROL ACTIVITIES
1. Checking the supply voltage
Disconnect the potentiometer wiring connector, turn on the ignition, connect the black probe to ground and use the red multimeter (voltmeter)
probe to measure the voltage on pin "5" of the potentiometer. the central control device (see wiring diagrams) If the value is correct, check the
connectors and cables and repair if necessary. Should it prove incorrect, the central control device itself is damaged. Always check the power
and ground contacts before proceeding with any exchange.

2. Checking the stroke of the potentiometer

Reconnect the connector to the potentiometer and connect the black multimeter (voltmeter) probe to ground, and the red probe to pin "2" of
the connector itself (first path return signal). Gradually open the throttle to the 24 ° angular position, observing the values indicated by the
multimeter. The signal must change continuously without any interruption. Connect the red probe of the multimeter to pin "4" (return signal of
the second track). Accelerate gradually from 18 ° until the throttle is fully open while observing the values shown on the multimeter. The
signal must be continuous and not interrupted. It should rise to value

4.4 ... 4.8 V. If incorrect values are obtained, repeat the steps of checking the potentiometer stroke on the appropriate contacts of the main
connector of the central control device

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 (see wiring diagrams of connections). If the values are incorrect, replace the potentiometer (lower part of the throttle body).

3. Checking the ground contact on the connector

Connect the red probe of a multimeter (voltmeter) to pin "5" and the black probe to pin "1" of the potentiometer connector. Measure the
voltage carefully and note it down. Then disconnect the red probe from the "1" pin and connect it to the ground of the car. Measure the
voltage again and compare the values obtained previously. Both values should be the same. If they are not, check and possibly restore the
ground lead of the potentiometer.

4. Checking the resistance of the potentiometer

Disconnect the potentiometer connector and use a multimeter (ohmmeter) to measure the resistance between pins "1" and "5" on the
potentiometer. If the value is greater than 1100 Ω, the potentiometer must be replaced (it is an integral part of the lower part of the throttle). If
the value obtained is less than 1100 Ω, check the return voltage values on both paths. Follow the adjustment procedure on page 20 .

Attention! It is not possible to adjust and replace the potentiometer itself. In the event of a fault, the lower part of the throttle must be
replaced.

Air temperature sensor

The air temperature sensor is located in the intake line behind the filter. Its characteristics are similar to those of the engine temperature sensor
(see page 17) but it is exposed to a different temperature range.

CONTROL ACTIVITIES
The procedure is the same as for the engine temperature sensor (see page 17). Note, however, that the air temperature sensor is connected to the
other contacts of the central control device (see the wiring diagram for the relevant system and vehicle model).

Air temperature sensor (1)

Lambda probe (oxygen sensor)

A lambda probe (oxygen sensor) is installed in the exhaust manifold and is designed
to measure the percentage of oxygen in the exhaust gas. This content ranges from 0
... 0.5% to 4 ... 5%, depending on the stoichiometric ratio of the fuel-air mixture
supplied to the cylinders and the efficiency of the combustion process. The task of
the lambda probe is to control the composition of the fuel mixture fed to the engine
and transfer it to the central one

signal control device with the correct voltage. The voltage is 0.1 V to 0.9 V, according to the percentage of oxygen in the exhaust gas. High oxygen
percentage (4 ... 5%) indicates a lean mixture; the voltage value of the signal sent by the sensor is in this case small (0 ... 0.1 V). On the other
hand, a low oxygen percentage (0 ... 0.5%) indicates a rich mixture; The voltage sent by the lambda probe is then 0.8 ... 0.9 V. If the mixture has
the correct stoichiometric ratio (14.7: 1), the lambda probe will send a signal with a voltage of about 0.5 V.

Lambda probe (heated oxygen sensor)

1 - probe housing
2 - protective ceramic insert 3 - power cables

4 - cover with slots 5 - ceramic

element
6 - electrically conductive element 7 -
outer sheath
8 - heating element (resistor) 9 - contacts
conducting the resistor

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PRINCIPLE OF OPERATION

When the engine is running and the oxygen sensor is warm, the central control device, after receiving the signal from the lambda probe, adjusts the
injection time by changing the fuel-air mixture ratio accordingly. The purpose of the system is to keep the air-fuel ratio close to the optimal value, i.e.
14.7: 1; this offers the possibility of greater efficiency in the operation of the catalyst which

is able to reduce the emission of pollutants (CO, CO 2 WELL x) up to 90%. In order for the lambda probe to work properly, it should reach a minimum
temperature of 300 ° C in the shortest possible time. Because
a high-resistance heating element is also mounted inside the probe, electrically powered by the fuel pump relay (see diagrams at the end of this
chapter). The lambda probe achieves the highest performance at temperatures of about 500 ... 600 ° C and is resistant to temperatures even 900 ...
950 ° C.

CONTROL ACTIVITIES
Checks voltage and changes in the lambda signal
Find the appropriate pins (see wiring diagrams) on the other side of the main connector of the central control unit and connect a multimeter
(voltmeter) to them; do not disconnect the main connector.

Start the engine, bring it to operating temperature, hold the engine speed at 3000 RPM for approximately 30 seconds, then run the engine at
idle speed.

Watch the multimeter dial: the voltage should fluctuate regularly between 0.1 V and 0.8 V. While idling, each fluctuation should last about 1
second.
Allow the engine to run at 2000 rpm or 3000 rpm and check that the frequency increases, that is, the fluctuation occurs at shorter intervals (up
to 3 cycles per second).

Accelerate rapidly (enriched mixture): the voltage must temporarily increase to 0.9 ... 1.0 V, and then decrease to 0 V (injection interrupted
during deceleration, lean mixture due to interruption of injection).

The previously described fluctuations in the voltage of the lambda signal indicate the correct operation of the oxygen sensor.

Attention! You can use a digital multimeter with automatic scaling with dual reading: numeric and quasi-analog. Changes in the lambda signals,
important for determining the effectiveness of the lambda probe, must be observed on the analog scale of the bargraph, because this result is more
direct and reliable than the obtained numerical data. A more accurate measurement can be obtained with an oscilloscope.

You can also use a traditional analog multimeter with a scale of 1.5 ... 2 V. However, it is not only very sensitive, but also less experienced people
may have difficulties with reading individual values. Moreover, it turns out to be useless for an engine running at medium speed, due to the indicator
inertia.

OPERATING FAULTS
A malfunctioning lambda probe has one or more of the following characteristics:
changes are very slow (more than 2 seconds), the voltage tends to
stabilize for a long time (5 or more seconds),

the voltage remains at a certain value and does not change,

voltage value is set at 0 ... 0.1V, also

in the acceleration phase. Such and similar malfunctions indicate

damage to the lambda probe.

Graph of the lambda (mV) signal as a function of the stoichiometric

ratio
- air-fuel mixture = 14.7: 1

- 16 -
LAMBDA PROBE HEATING RESISTOR
The heating resistor is a heating element located inside the oxygen sensor and is powered by the fuel pump relay. Most often, the power cables are
white, while the lambda sensor signal cables are of a different color depending on the type of system.

Connection of the contacts of the lambda probe heating resistor:

pin "1" = +12 V from pump relay over fuse, pin "2" = ground.

Engine temperature sensor

The motor temperature sensor is a thermistor, i.e. a semiconductor element, the resistance of which changes with temperature. It is installed in the
thermostat housing where it is in contact with the engine coolant. The sensor sends a signal (voltage) to the central control unit, the value of which
changes with the temperature change. The thermistor used in the sensor is of the negative temperature coefficient NTC type. Internal resistance is
inversely proportional to the temperature value; it increases at low temperatures and decreases at high temperatures.

PRINCIPLE OF OPERATION

The temperature sensor is supplied with 5 V from the central control device. It is equipped with two contacts: +5 V supply and a negative polarity
reference. The return signal comes from the same power wire, the voltage of which decreases with increasing temperature.

CONTROL ACTIVITIES
1. Checking the supply voltage
Disconnect the sensor wiring connector, turn on the ignition, connect the black probe to ground and use a red multimeter (voltmeter) probe to
check the voltage and polarity of both connector pins. In the absence of voltage, perform the same measurements on the corresponding
contacts on the other side, on the main connector of the central control device. If the obtained voltage values are correct, carefully check the
wiring harness (continuity of current flow) between the main connector and the sensor connector for an open circuit. If the received values
turn out to be incorrect, you should carefully check the central control device (contacts).

2. Temperature signal checking

Reconnect the sensor connector: connect the red probe of the multimeter to the pin with positive potential and the black probe to the pin with
negative potential. Measure the voltage, its value changes depending on the coolant temperature value. At 20 ° C, it is about 3.4 V; while at
95 ° C about 0.9 V.

3. Checking the working range of the sensor

Start the engine, if possible cold, not exceeding 20 ° C and observe any changes in voltage. As the temperature rises, the voltage should
gradually decrease to 0.9 V when the radiator fan is turned on. Pay attention to whether any irregularities or interruptions in sensor operation
are noticed during the test. The voltage should change continuously, without sudden jumps or stop at intermediate values. Such abnormalities
indicate that the sensor is damaged and that it needs to be replaced.

CHARACTERISTICS OF THE SENSOR RESISTANCE (IN THE TEMPERATURE FUNCTION) The resistance
should be measured directly on the sensor contacts (after disconnecting the circuit) using a multimeter (ohmmeter).

Temperature Resistance
(° C) (Ω)
- 20 12,000 ... 20,000
- 10 8,000 ... 11,000
0 5000 ... 7500
+ 20 2000 ... 3000
+ 40 1000 ... 1500
+ 60 500 ... 700
+ 80 280 ... 380
+ 100 180 ... 220
Engine temperature sensor
1 - electrical connectors 2 -
sensor body
3 - NTC resistor (thermistor)

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Air conditioning device activation signal

The central control device must receive a compressor activation signal in order to verify the parameters and keep the idling speed constant. In
addition, it must be able to shut down the compressor under certain specific operating conditions.

Battery voltage

Battery voltage is measured by the central control device on the DC and Ignition ON contacts. In the event of changes in the value of the supply
voltage, the central control device adjusts the operating parameters of the motor to ensure correct operation, within the specified range.

Vehicle speed sensor (Mono-Motronic only)

The vehicle speed signal is produced by a Hall effect sensor mechanically connected to the gearbox output. The central control device uses this
signal to adjust the ignition timing, injection time and idling speed to improve smooth running in city traffic at speeds less than 5 km / h. The speed
sensor is supplied with +12 V from the main relay. The generated signal has a square shape and a frequency proportional to the speed of the car.

CONTROL ACTIVITIES
1. Checking the supply voltage
Disconnect the sensor connector and use a multimeter (voltmeter), with the black probe connected to ground and the red probe connected to
pin "1" of the connector, measure the voltage. Its value should be
+ 12V. If the received value is not correct, check the connections and wiring.
2. Checking ground connection
Connect the black multimeter probe to pin "2" of the sensor connector. The measured voltage should be +12 V. If the value obtained is not
correct, check and possibly repair the wire connecting the car speed sensor to ground.

3. Checks sensor output

Disconnect the sensor from the transmission, reconnect the connector to the harness and turn the ignition ON. Connect the black multimeter
probe to the "2" pin and the red probe to the "3" pin and measure the voltage sent by the sensor. The voltage should change from about 1
volts to 10 volts, eight times for each rotation of the sensor shaft. In case of any irregularities, the sensor must be replaced.

Control of actuators

The central control device processes all input signals coming from the sensors and after comparing them with the data permanently entered into
the memory, it sends the output signals controlling the actuators.

The central control device produces the following output signals:

fuel pump relay control, fuel injection control,

adjusting the ignition advance angle (only in Mono-Motronic systems), adjusting the idle speed,

fuel vapor outlet,

adjustment of the ignition advance angle with negative pressure (option used only in Mono-Jetronic systems),

tachometer (only in Mono-Motronic systems), information for the

diagnostic device, self-diagnosis,

the air conditioning unit turns on.

- 18 -
Output signals

Fuel pump relay control

See the chapter on fuel system ( page 7 ).

Fuel injection control

See the chapter on fuel system ( page 6 ).

Idle speed regulator (stepper motor)

DESCRIPTION

The idle speed control is controlled by a central control device and is intended to keep the idle speed at a predetermined level. It is installed in the
lower part of the throttle body and acts on the throttle lever in order to change the angle of its opening by means of an appropriate stopper. This
movement is extremely precise and enables the idle speed to be precisely adjusted. The motor unit consists of a microswitch (engine brake phase
contact) which signals to the central control device that the accelerator pedal is released.

PRINCIPLE OF OPERATION

During engine start-up, the idle speed control opens the throttle to assist in starting both the warm and the warm engine. Immediately after starting
(the engine is warm and idling), the engine lowers the throttle in order to keep the idle speed within the standard limits. In a warm engine, the
throttle opening range is adjusted so as to keep the engine at a certain idle speed (value set by the central control device). During the deceleration
(engine braking) phase, the throttle gradually closes to delay the idle speed, thereby reducing unburned hydrocarbon emissions.

Idle speed regulator (1)

Components of the idle speed control unit

1 - cover
2 - motor
3 - pin
4 - return mechanism
5 - motor brake phase microswitch (plate)
6 - pressure cap for closing the switch contacts 7 - pusher

8 - rubber cover

- 19 -
CONTROL ACTIVITIES
1. Checking and adjusting the throttle position sensor
a) Connect the stepper motor to the battery (contrary to the picture on the right) and turn on the motor.

b) Hold the throttle with your hand open and change the way of connecting the battery several times (four or five) (polarity) so that
the motor pusher can move freely in both directions. Observe the movements of the tappet as it extends out of the rubber cover
(see upper left drawing on page 94). Disconnect the battery immediately after the pusher has moved to the end position (extended
or retracted).

c) Verify throttle is fully closed when the follower is in the fully retracted position. Disconnect the battery.

d) Use your fingers to overcome the spring resistance and push the push rod back. Use a feeler gauge to measure the gap between
the stepper motor follower and the throttle lever bumper. The gap should be 0.4 ... 0.5 mm. If necessary, adjust the gap with the
adjusting screw.

e) Disconnect the motor connector, leave the throttle position sensor connector connected. Turn the ignition ON and measure the
voltage at the sensor connector pins.
f) Use a multimeter (voltmeter) to measure the voltage at the output of the first resistive path: connect the black probe to pin "1" of
the sensor connector (negative), and connect the red probe to pin "2". The damper should be completely closed during the
measurement.
g) The correct voltage value must be in the range of 0.20 ... 0.25 V (200 ... 250 mV). If the voltage is not correct, loosen the sensor
mounting screws, rotate the sensor and tighten the screws. Watch the multimeter indications all the time. The described activities
should be performed very carefully.

Battery connection diagram Battery connection

Throttle position sensor voltage check

Graph of voltages at the output of the two throttle position sensor paths

- 20 -
 h) Gradually open the damper. Until the opening angle is reached 24 ° the tension should gradually increase from 0.2 V to 4.9 V. After
exceeding the opening angle 24 ° voltage should be 4.9 V and cannot change.

and) Now measure the voltage at the output of the second resistive path: the black probe is still connected to the pin "1", connect the
red probe to the contact "4" sensor connectors.
j) With the throttle fully closed, the voltage at the output of the second path should be
0 ... 0.20 V ( 0 ... 200 m V). Do not adjust the voltage at the output of the second track as this could change the already adjusted
voltage at the output of the first track. Gradually open the damper. Until the opening angle is reached 18 ° voltage should be kept
k) constant 0 ... 0.20 V. Further throttle opening from 18 ° down 90 ° should cause the voltage to rise from

l)
0 ... 0.20 V to 4.9 V.
m) If during voltage measurements at the output of the first and second resistive paths while opening the throttle, the voltage begins
to decrease, the resistance path or the slider is damaged and the throttle position sensor should be replaced. Since most of the
time the sensor itself cannot be purchased, the entire lower end of the throttle assembly will need to be replaced, except for the
idle stepper motor.

2. Checking and adjusting the throttle lever bumper

These activities may only be performed after the previously described procedures for checking and adjusting the throttle position sensor have
been completed.
a) Ignition OFF, disconnect the stepper motor connectors and connect the battery 4.5 V to
contacts "1" and "2" as shown in the bottom picture on the page 93 ( open the throttle a little to help move the bumper). If engine
does not run and bumper does not extend, replace motor assembly and repeat steps.

b) Ignition ON, connect the red multimeter (voltmeter) probe to the wire
"2", and the black probe to the cable "1" on the other side of the throttle position sensor connector (connected) to measure the
voltage at the output of the first resistive path. Make a note of the value obtained. The value obtained should be between 3.55 V
and 4.00 V. If you get a different value, adjust the throttle lever stopper with the screw to obtain a reading close to the average
value. Record the value again.

3. Checking the engine brake phase microswitch

a) Referring to the lower figure on page 93 and the upper left figure on page 94, reverse the polarity of the batteries on the power wires
to fully retract the throttle bumper. Connect the multimeter (ohmmeter) probes with contacts "3" and "4" of the motor assembly to
check the continuity of current flow in the microswitch.

b) In the obtained position, the multimeter should indicate a resistance in the range between 0 Ω a 5 Ω ( circuit breaker contacts
closed). If the throttle is slightly opened, the multimeter should read resistance to infinity (switch contacts open). If the results are
not correct, replace the entire regulator and repeat all the above checks.

Ignition advance adjustment (Mono-Motronic systems only)

The central control unit sends an ignition signal upon receipt of a signal from the rotational speed and crankshaft position sensor. The ignition signal
controls the dual ignition coil to provide the spark to the spark plugs. In order to check if this signal is present at the output, it is enough to connect a
small control lamp (12 V, 1.2 W) between the contacts "3" or "4" of the coil power supply (+12 V) and the contact "1" * (control minus) The indicator
light should be on when the starter is engaged If the light is off, check the wiring between the central control unit and the coil, if not damaged,
replace the central control unit.

* The same check must also be carried out on contact "2" of the double coil.

Solenoid to extract fuel vapor

The solenoid valve is designed to drain fuel vapors inside the activated carbon filter to the engine's intake manifold. The solenoid valve is controlled
by a central control device and is built into the conduit connecting the filter housing to the throttle body.

PRINCIPLE OF OPERATION

When the engine is not running, fuel vapors from the fuel tank collect in the activated carbon filter. When the engine is running at a certain speed
and temperature, vapors enter the intake manifold through the fuel vapor purge solenoid valve controlled by the central control device.

- 21 -
The composition of the mixture fed to the engine remains unchanged thanks to the operation of the lambda probe. Attention! In some cars, the fuel
vapor release valve is energized (remains closed) for about 5 ... 10 seconds after the engine is turned off in order to prevent fuel vapors from
entering the engine and causing the phenomenon of self-ignition. Some types of cars have two valves instead of one.

Solenoid to extract fuel vapor

Vacuum timing advance solenoid valve

Vacuum Timing Advance Solenoid (MonoJetronic only)

The solenoid valve is mounted between the vacuum pre-ignition governor and the bottom of the throttle body. Its task is to reset the ignition
advance angle correction at the occurrence of vacuum during engine braking and idling in order to reduce exhaust gas emissions. The spark
advance solenoid is energized (+ 12 V) from the ignition switch and controlled by the central control by a signal with negative polarity. The engine
braking phase is signaled by a microswitch inside the idle speed regulator.

Tachometer signal (Mono-Motronic only)

The central control device processes information from the crankshaft speed and position sensor and sends the signal to the tachometer. In
Mono-Jetronic systems, the central control unit does not generate this signal, but receives pulses from the ignition system (this is the engine speed
signal).

Signal for diagnostic device

The signal for the diagnostic equipment is the signal transmitted by the central control unit to the diagnostic equipment via the appropriate
connector (see wiring diagrams for the relevant systems and car types).

Self-diagnosis signal

The self-diagnosis signal shall be an intermittent signal (-) according to a code stored in the central control device for turning on a tell-tale lamp on
the instrument panel. Recognition of this signal makes it possible to identify the damaged element or system. The signal is sent by a central control
device connected to a control lamp on the instrument panel (see wiring diagrams).

CONTROL ACTIVITIES
Self-diagnosis procedures are implemented in the central control unit of Bosch single point injection systems, displayed in a coded manner by a
control lamp (yellow) on the instrument panel. This light comes on when the ignition is turned on and goes out when the engine is started. If the light
does not go out after starting the engine, or it comes on while the engine is running, you can identify the cause of the system fault from the
displayed code.

SELF-DIAGNOSTIC PROCEDURES
1. Find the diagnostic socket located next to the central control device.
2. Using a suitable end, connect the test lead to the pin "2" of the socket.
3. Turn on the ignition.
4. Connect the test lead to ground for 3 seconds.

- 22 -
 5. Carefully observe the illumination of the control lamp on the instrument panel and make a note of it (1st code: 1-2 start of self-diagnosis
procedure).
6. Wait for the light on the dashboard to come on again.
7. Reconnect test lead to ground for another 3 seconds and observe lamp again, note the codes displayed. (Repeat steps 6 and 7 until
code 1-1 end of self-diagnosis procedure is no longer displayed).

8. Compare the codes with the table to identify the faulty component or the corresponding system. Perform the checks previously
described to check components and related systems.

9. Rectify any fault or replace the damaged element.

10. Clear the fault code from the memory of the central control unit by disconnecting the negative terminal of the battery for approximately 15
minutes.
11. Start the engine again and warm it up until the fan starts. Check that the indicator light comes on. If so, repeat the self-diagnosis
procedures.
12. Check the behavior of the car in road traffic for 15 ... 20 minutes in successive gears, especially at the rotational speed in the range
between 2000 rpm and 3000 rpm.

13. Allow the engine to idle for approximately 1 minute then shut it off.

Self-diagnosis
Each code of the control lamp's glow consists of two digits. Each of them indicates the number of consecutive flashes of the lamp, a dash indicates
a pause between one and the other sequence of flashes.

Example: 2-2 means the lamp flashes twice, then there is a short pause and another two flashes. Flashing sequences can be repeated many
times. Code 1-1 must be displayed at the end of the self-diagnosis procedure (end of self-diagnosis procedure) and code 1-2 at the beginning (start
of self-diagnosis procedure).

Attention! Before disconnecting the battery, wait until code 1-1 (completion of self-diagnosis procedure) is displayed, as in the absence of constant
power, all fault codes in the memory of the central control unit are cleared.

MONO-MOTRONIC SYSTEM MONO-JETRONIC SYSTEM

1-2 Start of the self-diagnosis procedure 1-2 Start of the self-diagnosis procedure
1-3 Air temperature sensor or a harness of 1-3 wires Air temperature sensor or wiring harness

1-4 Engine temperature sensor or 1-4 wire harness Engine temperature sensor or wiring harness

2-1 Throttle position sensor or 2-1 wire harness Braking phase microswitch or wiring harness

2-2 Braking phase microswitch or 3-1 wire harness Self-adjustment of the mixture outside the acceptable range

3-1 Self-regulation of the mixture out of the 3-2 acceptable range Self-adjustment of the mixture outside the acceptable range

5-1 Lambda probe or wiring harness 3-3 Throttle position sensor or wiring harness

5-2 No mix adjustment 4-1 Engine speed signal or wiring harness

5-3 Incorrect battery voltage Central control unit 5-1 Lambda probe or wiring harness
5-4 5-2 No mix adjustment
1-1 Completion of the self-diagnosis procedure 5-3 Incorrect battery voltage Central control unit
5-4
1-1 Completion of the self-diagnosis procedure

- 23 -
 Wiring diagrams of injection systems connections

Markings on electrical diagrams

The table below contains all components of the injection systems described in this chapter. In a given diagram, there are only elements intended for
the described system, therefore some elements included in the list may not be present in any of the systems.

C2 Electric fuel pump

C2b Electric start fuel pump Injector
C4
E1 Central control device
E2 Ignition signal (Coil / Booster for Mono-Jetronic or Crankshaft Speed and Position Sensor for Mono-Motronic)
Throttle Position Sensor
E3
E4 Engine temperature sensor
E5 Air temperature sensor
E6 Idle regulator (with brake / idle speed microswitch) Main relay
E7
E8 Fuel pump relay
E9 Lambda probe with heating resistor Double ignition coil
E10
E11 Vacuum timing advance solenoid valve. Fuel vapor evacuation solenoid
E12
E15 Indicator lamp for faults and self-diagnosis. Diagnostic socket
E16
E17 Additional injector resistor
E18 Lambda probe fuse
E19 Fuel pump fuse
E20 Air conditioning unit signals. Solenoid valve to stop the emission
E21 of fuel vapor. Air preheater
E22
E23 Air heater power supply thermo switch

- 24 -
Bosch Mono-Jetronic A1.2
VOLKSWAGEN PASSAT

- 25 -
 Bosch Mono-Jetronic A2.2
CITROEN AX, FIAT TEMPRA, FIAT TIPO, FIAT UNO, LANCIA Y,
PEUGEOT 205

- 26 -
Bosch Mono-Motronic MA3.0
PEUGEOT 306

- 27 -
Bosch Mono-Motronic MA1.7
LANCIA DEDRA

- 28 -