Engine Management - 7

Federal TVET Teacher’s Institute
Division of Mechanical Technology

Department of Automotive Technology
Addis Ababa, Ethiopia
Information Sheet Introduction to Engine Management System
Gasoline Engine Operating Principles
Four-Stroke Gasoline Engine
In a passenger car or truck, the engine

provides the rotating power to drive the
wheels through the transmission and driving
axles. All automotive engines, both gasoline
and diesel, are classified as internal
combustion because the combustion or
burning takes place inside the engine. These
systems require an air-fuel mixture that
arrives in the combustion chamber at the
correct time and an engine constructed to
withstand the temperatures and pressures
created by the burning of thousands of fuel
droplets.
The combustion chamber is the space

betweenthe top of the piston and the cylinder head. It
is anenclosed area in which the fuel and air mixture
isburned. The piston fits into a hollow metal
tube,called a cylinder. The piston moves up and down
inthe cylinder is called reciprocation motion.
This reciprocating motion must be converted

to arotary motion before it can drive the wheels of a
vehicle.This change of motion is accomplished by
connectingthe piston to a crankshaft with a
connectingrod. The upper end of the connectingrod
moves with the piston as it moves up and down inthe
cylinder. The lower end of the connecting rod
isattached to the crankshaft and moves in a circle.
Theend of the crankshaft is connected to the
flywheel,which transfers the engine’s power through
the drivetrainto the wheels.
In order to have complete combustion in anengine, the right amount of fuel must be
mixed withthe right amount of air. This mixture must be compressed in a sealed container
then shocked by theright amount of heat (spark) at the right time. Whenthese conditions exist,
all the fuel that enters a cylinderis burned and converted to power, which is usedto move the
vehicle.
Federal TVET Teacher’s Institute – Division of

Date: July 2018
TTLM Development Manual Mechanical Technology, Addis Ababa
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Revision: Second
Prepared By: Gebremedhin Girmay
Four-Stroke Cycle
A stroke is the full travel of thepiston either up or down in a cylinder’s bore.

Thereciprocal movement of the piston during the fourstrokes is converted to a rotary motion
by thecrankshaft. It takes two full revolutions of thecrankshaft to complete the four-stroke
cycle. One fullrevolution of the crankshaft is equal to 360 degrees ofrotation; therefore, it
takes 720 degrees to completethe four-stroke cycle. During one piston stroke, thecrankshaft
rotates 180 degrees.
Intake StrokeThe first stroke of the cycle is

the intakestroke. As the piston moves away
from top dead center(TDC), the intake valve
opens. Thedownward movement of the
piston increases the volumeof the cylinder
above it, reducing the pressure inthe
cylinder. This reduced pressure, commonly
referredto as engine vacuum, causes the
atmospheric pressureto push a mixture of air
and fuel through the open intakevalve.
(Some engines are equipped with a super- or
turbochargerthat pushes more air past the
valve.) As thepiston reaches the bottom of
its stroke, the reduction in pressure stops
causing the intake of air-fuel mixture toslow
down. It does not stop because of the weight andmovement of the air-fuel mixture. It
continues to enterthe cylinder until the intake valve closes. The intakevalve closes after the
piston has reached bottom deadcenter (BDC). This delayed closing of the valve increasesthe
volumetric efficiency of the cylinder by packing asmuch air and fuel into it as possible.
Compression StrokeThe compression

stroke beginsas the piston starts to move
from BDC. The intakevalve closes, trapping
the air-fuel mixture in thecylinder. The
upward movement ofthe piston compresses
the air-fuel mixture, thusheating it up. At
TDC, the piston and cylinder wallsform a
combustion chamber in which the fuel
willbe burned. The volume of the cylinder
with the pistonat BDC compared to the
volume of the cylinder withthe piston at
TDC determines the compression ratioof the
engine.

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Power StrokeThe power stroke begins as

the compressedfuel mixture is ignited.
Withthe valves still closed, an electrical
spark across theelectrodes of a spark plug
ignites the air-fuel mixture.The burning
fuel rapidly expands, creating a very
highpressure against the top of the piston.
This drives thepiston down toward BDC.
The downward movementof the piston is
transmitted through the connectingrod to
the crankshaft.
Exhaust StrokeThe exhaust valve opens

just beforethe piston reaches BDC on the
power stroke. Pressure within the cylinder
causes theexhaust gas to rush past the
open valve and into theexhaust system.
Movement of the piston from BDCpushes
most of the remaining exhaust gas from
the cylinder.As the piston nears TDC, the
exhaust valve beginsto close as the intake
valve starts to open. The exhauststroke
completes the four-stroke cycle. The
opening ofthe intake valve begins the
cycle again. This cycle occursin each
cylinder and is repeated over and over, as
longas the engine is running.

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Diesel Engine
Description . A diesel engine uses diesel
fuel. It generates high power at low speeds
and is solidly constructed. The fuel
efficiency is better than that of a gasoline
engine.
Differences between diesel and gasoline

engines
In addition to the differences in the type of

fuel that is used, gasoline and diesel engines
use different mechanisms.
1.Combustion chamber
The diesel engine is not equipped with an ignition system containing spark plugs. Instead, the
heat that is generated during compression causes the fuel to self- ignite. So the compression
ratio is highly set up.
2. Preheating system
To facilitate the stability of the

engine, the diesel engine has a
preheating system that uses
glow plugs etc. to heat the
intake air.
3. Fuel system
The diesel engine has an

injection pump and injection
nozzles to inject fuel into the
combustion chamber at a high
pressure.

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Engine Proper
Operation. To generate the motive power for the vehicle, ordinary 4-cycleengines repeat the
four strokes shown in the diagram. Unlike the gasoline engine (spark-ignition), the diesel
engine does not have an ignition system. Instead, highly pressurized fuel is injected into high-
pressure, high-temperature air in order to cause the fuel to self-ignite (compression-ignition).
The compression ratio of diesel engines is typically three times (as high as 25:1) that of
a gasoline engine. As intake air is compressed, its temperature rises to1,300°F to 1,650°F
(700°C to 900°C). Just before the air is fully compressed, a fuel injector sprays a small
amount of diesel fuel into the cylinder. The high temperature of the compressed air instantly
ignites the fuel. The combustion causes increased heat in the cylinder and the resulting high
pressure moves the piston down on its power stroke.
1. Intake valve
2. Exhaust valve
3. Injection nozzle
4. Combustion chamber
5. Piston
6. Connecting rod
7. Crankshaft

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Intake stroke. The exhaust valve closes and the

intake valve opens. Thedownward stroke of the piston
draws only air into the cylinder viathe open intake
valve.
Compression stroke. As the piston completes its

downward stroke, the intake valvecloses. With the
upward stroke of the piston, the air that is drawninto
the cylinder becomes highly compressed and reaches a
hightemperature.
 Compression rate of diesel engine: 15 to 23%

(about 2 to 3 times the rate of gasoline engine)
 Combustionchamber temperature: 500 to 800ºC

(900 to 1,500ºF)
Power/Combustion stroke. When the piston is about

to complete its upward stroke, theinjection nozzle
injects highly pressurized fuel into the air that
hasreached a high pressure and high temperature.The
high temperature of the air causes the fuel to self-
ignite,resulting in combustion and explosion.The force
of this combustion pushes the piston
downward,causing the crankshaft to rotate.
Exhaust stroke. The exhaust valve opens as the piston

completes its downwardstroke.Then, the subsequent
upward stroke of the piston causes theexhaust gases
that result from the combustion to be dischargedoutside
of the cylinder.

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Combustion Chamber
Diesel combustion chambers are different from gasoline combustion chambers

because diesel fuel burns differently. Three types of combustion chambers are used in diesel
engines: open combustion chamber, pre-combustion chamber, and turbulence combustion
chamber.
 The open combustion chamber is located directly inside the piston. Diesel fuel is
injected directly into the center of the chamber. The shape of the chamber and the
quench area produce turbulence.
 The pre-combustion chamber is a smaller, second chamber connection to the main
combustion chamber. On the power stroke, fuel is injected into the small chamber.
Combustion is started there and then spreads to the main chamber. This design allows
for lower fuel injection pressures and simpler injection systems.
 The turbulence combustion chamber creates an increase in air velocity or turbulence
in the combustion chamber. The fuel is injected into the turbulent air and burns more
completely.
Open Combustion Chamber Turbulence Combustion

Pre-Combustion Chamber Chamber

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Fuel System
Description:The fuel system of the diesel engine injects highly pressurized fuelinto a
combustion chamber in which air has been compressed to ahigh pressure. This requires
special equipment that is not used inthe gasoline engine.
Diesel Engines Fuel injection is used on all dieselengines. Older diesel engines had a
distributor-typeinjection pump driven and regulated by the engine.The pump supplied fuel to
injectors according to theengine’s firing order. Newer diesel engines areequipped with
common rail or direct injection (DI)systems. In these systems, an engine-driven fuelpump
delivers fuel to the injectors at a very high pressure,about 26,000 psi (180 Mpa or 1,800 bar).
In acommon rail system, the computer controls the individualinjectors that are fed fuel by the
common rail.
1. Fuel Tank Stores fuel.

2. Fuel Filter with Sedimenter-
Removes dust and water from fuel.
3. Injection Pump Pressurizes and
pumps fuel.
4. Injection Nozzle Injects fuel.
Fuel flow
 Fuel Filter: This device removes dust
and water from fuel to protect
theinjection pump and injection nozzles
that contain precision parts.Dust and
water must be removed from the fuel to
prevent theinjection pump from seizing
or rusting as the injection pump
islubricated with diesel fuel.

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1. Priming PumpThis is a manual pump that is

used for bleeding air from the fuel line after
the vehicle has run out of fuel, or discharging
the water that has accumulated in the
sedimenter.
2. Filter: This portion filters contamination from
the fuel.
3. Sedimenter:This portion separates water from
the fuel.
Injection Pump
There are two types of injection pumps used on diesel

engines:
 A.The mechanical injection pump that mechanically controls the fuelinjection volume
and timing.
 B.The electronic injection pump that uses an ECU (ElectronicControl Unit) in an EFI-D
(Electronic Fuel Injection Diesel) system.
1. Injection pump
2. Injection nozzle
3. Timing belt
4. ECU
5. Sensors

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 The injection pump pressurizes

the fuel and pumps it to
theinjection nozzles.
 The fuel injection volume and
the fuel injection timing
aremechanically controlled in
accordance with the amount of
effortthat is applied to the
accelerator pedal and the engine
speed.
Types of Mechanical injection pumps
There are two types of injection pumps:

1. Distributor typeinjection pump that has a single pump plunger, which high
pressurizethe fuel, and;
2. Inline type injection pump that has asmany pump plungers as there are cylinders in
the engine.
A. Distribution type injection pump

Also known as a "VE pump", this compact and lightweight pump is used on engines in
passenger cars and small trucks.
VE: Abbreviation for the German "Verteiler Einspritz".
B. Inline type injection pump

The inline type injection pump
has a complex construction
because of its multiple pump
plungers. It is used primarily on
engines for trucks.
1. Fuel
2. Low pressure
3. Pump plunger
4. High pressure
5. Nozzle

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Injection Nozzle
 This part receives the high-pressure fuel from the injection pumpand injects it into the
combustion chamber.
 When the pressure of the fuel that is pumped by the injectionpump becomes greater than
the set load of the pressure spring,its force pushes the nozzle needle upward. This causes
thepressure spring to become compressed and the fuel to be injectedinto the combustion
chamber.
 The injection pressure can be adjusted by varying the thickness ofthe adjusting shim,
which effectively changes the set load of thespring.
1. Pressure spring
2. Nozzle needle
3. Nozzle body
4. Adjusting shim

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The Engine Management System Overview
The engine management system

ensures that the driver request is
implemented; for example, it converts
the acceleration/deceleration requests
into a corresponding engine output.
During its evolution electronic

engine control progressively increases
the number of engine subsystems it
manages and kind of tasks it performs.
This development is necessary to provide
the needed accuracy and adaptability in
order to minimise exhaust emissions and
fuel consumption, provide optimal
driveability for all operating condition,
minimise evaporative emission (gasoline engines) and provide system diagnosis when
malfunctions occur.
In order to meet these objectives the control system has been organised in different
functions. Each function manages a specific engine activity and is in charge to accomplish
some definite target. The engine operating conditions are supervised by a finite state machine
that defines the engine states and manages the transition between these states.
 Exhaust Emissions
The engine exhaust consists of products from the combustion of the air and
fuel mixture. Under perfect combustion conditions the hydrocarbons would combine
in a thermal reaction with oxygen in the air to form carbon dioxide (CO2) and water
(H2O). Unfortunately perfect combustion does not occur and in addition to CO2 and
water, carbon monoxide (CO), oxides of nitrogen (NOX) and hydrocarbon (HC) occur
in the exhaust as a result ofcombustion reaction. Additives and impurities in the fuel
also generate minute quantities of pollutants such as lead oxides, lead halogenides and
sulphur oxides. In diesel engines there is also an appreciable amount of soot created.
In Europe and United States the level of pollution, in terms of HC, CO, NOX and, for
diesel engines, particulates emitted in a vehicle’s exhaust, is regulated by law.

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 Fuel consumption
A lot of different factors are working in partnership to make of central importance
fuel economy:
 The need of a better and more rational use of energetic resources to reach a
sustainable growth
 The fuel price increase and its market consequence
 the legislation requirements both in Europe and in USA
The electronic engine control system provides the fuel metering and ignition
timing precision required to minimise fuel consumption
 Driveability
Another requirement of the electronic engine control system is to provide
acceptable driveability under all operating conditions. No stalls, hesitations or other
objectionable roughness should occur under vehicle operation. Driveability is
influenced by almost every operation of the control system and, unlike exhaust
emissions or fuel economy, is not easily measured. Other factors that influence
driveability are the idle speed control, EGR control and evaporative emissions
control.
 Evaporative Emissions (Gasoline engine only)

Hydrocarbon (HC) emissions in the form of fuel vapours escaping from the
vehicle are closely regulated. The prime source of these emissions is the fuel tank.
Due to ambient heating of the fuel and the return of unused hot fuel from the engine,
fuel vapours are generated in the tank. The evaporative emission control system
(EECS) is used to control the evaporative HC emissions. The fuel vapours are rotated
to the intake manifold via the EECS and they are burned in the combustion process.
The quantity of fuel vapours delivered to the intake manifold must be metered such
that exhaust emissions and driveability are not adversely effected. The metering is
provide by a purge control whose function is controlled by the electronic control unit.
 System Diagnostics
The purpose of system diagnostics is to provide a warning to the driver when the
control system determines a malfunction of a component or a system and to assist the
service technician in identify and correct the failure. To the driver the engine may appear to
be operating correctly, but excessive amounts of pollutants may be emitted. The ECU
determines a malfunction has occurred when a sensor signal, received during normal engine
operation or during a system test, indicates there is a problem. For critical operations such as
fuel metering and ignition control, if a required sensor input is faulty, a substitute value may
be used by the ECU so that the engine will continue to operate.
Starting from 2001 (Euro3) the European On Bord Diagnosis (EOBD) statutes require
that, when a failure occur in a system critical for exhaust emissions, the malfunctioning
indicator lamp (MIL), visible to the driver, must be illumined. Information on the failure is
stored in the ECU. A service technician can retrieve the information on the failure on the
ECU and correct the problem.

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Finding Information in Service Manuals
To obtain the correct system specifications andother information, you must first
identify the exactsystem you are working on. The best source for vehicleidentification is the
VIN. The code can be interpretedthrough information given in the servicemanual. The
manual may also help you identify thesystem through identification of key components
orother identification numbers and/or markings.To use a service manual:
1. Select the appropriate manual for the vehiclebeing serviced.

2. Use the table of contents to locate the sectionthat applies to the work being done.
3. Use the index at the front of that section to locatethe required information.
4. Carefully read the information and study theapplicable illustrations and diagrams.
5. Follow all of the required steps and proceduresgiven for that service operation.
6. Adhere to all of the given specifications and performall measurement and
adjustment procedureswith accuracy and precision.
Owner’s Manuals
An owner’s manual comes with the vehicle when it isnew. It contains operating
instructions for the vehicleand its accessories. It also contains valuable informationabout
checking and adding fluids, safetyprecautions, a complete list of capacities, and
thespecifications for the various fluids and lubricantsfor the vehicle.

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Information Sheet Electronic Fuel Injection Engine
Comparison between Electronic Fuel Injection (EFI) and Carburetor
What is EFI?
Automobiles use one of two devices or system for supplying the air-fuel mixture in
correct ratio to the cylinders in all rpm ranges;
 A Carburetor
 An EFI (Electronic Fuel Injection)
Both of these measure the intake air volume, which varies depending on the opening
angle of the throttle valve and the engine rpm, and they both supply a proper ratio of fuel and
air to the cylinders in accordance with the volume of intake air.
Because the construction of the carburetor is relative simple, it has been used almost
exclusively on gasoline in the past. However, in response to recent demands for cleaner
exhaust emissions, more economical fuel consumption, improved drivability, and the likes.
The carburetor now must be equipped with various compensating devices, making it a more
complex system.
In place of the carburetor, therefore, the EFI system is used, assuring the proper air-fuel
ratio to the engine by electronically injecting fuel in accordance with various driving
conditions.
Although the objective of the carburetor and EFI is the same the methods they use to
detect intake air volume and to supply fuel are different.
PRODUCTION OF AIR·FUEL MIXTURE -

CARBURETOR
At idle rpm, intake air volume is measured in

accordance with pressure (vacuum) changes around
the slow and idle ports near the closed throttle valve,
and a small amount of fuel is drawn into both ports.
Within normal operating range, intake air

volume is measured by the vacuum in the venturi, and
a proportional amount of fuel is drawn into the main
nozzle of the venturi.

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PRODUCTION OF AIR·FUEL MIXTURE - EFI
EFI has two different devices to measure the volume of intake air and the injection of
fuel: Intake air volume is measured by a sensor (air flow meter) and a corresponding signal is
sent to the ECU (Electronic Control Unit). The ECU then transmits a signal to the injectors,
which inject a proper amount of fuel (already pressurized by the fuel pump) into the fuel
intake ports of each cylinder.
DRIVING CONDITIONS AND AIR-FUEL RATIO
 DURING STARTING
When starting the engine, it is necessary to have a richer air-fuel mixture to

improve starting performance, especially if the temperature is low. This is because:
(1) the air is denser, so the intake air flow velocity is lower,
(2) the temperature is low, so the fuel does not vaporize easily.

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 DURING STARTING WHILE ENGINE IS COLD – CARBURETOR
Because fuel vaporization is poor when the

engine is cold, it is necessary to have a richer air-fuel
mixture as when starting.
 The carburetor choke system performs this function
 When the temperature is low, the choke valve can be

operated manually or it automatically closes to
provide a richer air-fuel mixture.
 When the temperature is low, the choke valve is fully

closed to help obtain a sufficiently rich mixture.
However, after the engine has started, the choke
breaker operates to slightly open the choke valve for
the prevention of an overly-rich mixture.
 DURING STARTING WHILE ENGINE IS COLD - EFI
Because fuel vaporization is poor when

the engine is cold, it is necessary to have a richer
air-fuel mixture as when starting.
 Cranking is detected by a signal from the starter

and a richer mixture is supplied while the starter
motor is cranking.
 There is also a cold start injector which operates

only when the temperature is low to provide a
greater injection volume.
 This valve is designed to improve the fuel mist

spray for easier ignition.
 The coolant temperature is measured by a sensor

which detects low coolant temperature.
 The sensor has a thermistor whose resistance changes greatly with variations in-
coolant temperature.
 Coolant temperature transformed into electrical signal and sent to the ECU, which
enriches the air-fuel mixture in accordance with this signal.

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 DURING ACCELERATION
When the vehicle accelerates from a low speed, the volume of air immediately
increase accordingly, but as the fuel is heavier than the air, there is a momentary delay
in the fuel supply.
 DURING ACCELERATION - CARBURETOR
 To prevent an overly-lean mixture during

acceleration, an acceleration system is
provided.
 When the throttle valve is opened from the

fully closed position, a certain amount of fuel
is injected through a special passage to
compensate for the delay in fuel supply from
the main nozzle.
 DURING ACCELERATION - EFI
 In contrast with the carburetor, the EFI system

does not make any special correction during
acceleration.
 This is because, in relation to the carburetor,

which draws in fuel by means of a vacuum, the
EFI system immediately injects high-pressure
fuel in accordance with the intake air volume
changes so there is no delay in the fuel supply.

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 DURING HIGH POWER OUTPUT
When driving on flat roads at a constant speed, a mixture on the lean side
(economical air-fuel ratio) is supplied. However when speed is increased, as when
overtake another vehicle, causing an extra load to be placed on the engine, this lean
mixture will not provide sufficient output power. At such, a richer mixture (power air-
fuel ratio) is required to insure sufficient power performance.
 DURING HIGH POWER OUTPUT - CARBURETOR
 With the carbureted engine, this is

accomplished by a power system.
 With the carbureted engine, this is

accomplished by a power system.
 When this vacuum is reduced, the power valve

opens and a richer air-fuel mixture is supplied
 DURING HIGH POWER OUTPUT - EFI
 The extent of the engine load is determined by

the opening angle of the throttle valve, and this
is transformed into a electrical signal by the
throttle position sensor.
 As the opening angle increases, there is a

greater injection volume to provide a power
air-fuel ratio.

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Features of EFI
1. A uniform air-fuel mixture to each cylinder is possible
Because each cylinder has its own injector and because the injector volume is
accurately controlled by the ECU in accordance with engine rpm and load changes, a uniform
distribution of fuel to each cylinder is possible, further, the air-fuel mixture ratio can be
controlled freely by the ECU by changing the injector operating time (fuel injection
duration).For these reasons, the air-fuel mixture is distributed equally to all cylinders and an
optimal air-fuel ratio is created; these are both advantageous from the aspect of exhaust
emission control and power performance.
2. Accurate Air-Fuel Ratio can be obtained throughout all engine RPM ranges.
The single nozzle of the carburetor cannot control the air-fuel ratio accurately
throughout all speed ranges, so control is divided among a slow system, first high-speed
system, second high-speed system, etc., and the air-fuel mixture must be made rich during the
changeover from one system to another.For this reason, if the air-fuel mixture is not
maintained slightly on the rich side over-all, abnormalities (backfiring and hesitation) are
likely to occur during changeover.Also, because there is a rather large in-equality in the
distribution of the air-fuel mixture between each cylinder, the air-fuel mixture must be kept
slightly rich. With EFI, however, a continual and accurate air-fuel mixture is supplied no
matter what the engine speed or load. This is advantageous from the aspect of emission
control and fuel economy.
3. Good response in relation to changes in throttle angle
With the carburetor, there is rather a long distance from the fuel injection component
to the cylinder. Also, because there is a big different between the specific gravity of gasoline
and air, there occur a slight delay in the gasoline entering the cylinder in relation to changes
intake air volume. With EFI, however, the injectors are located near the cylinders, the
gasoline is pressurized to 2 to 3 kg/cm2 (28.4 to 42 psi, 196.1 to 294.2 kPa) higher than
intake manifold pressure and because the gasoline is injected through a small hole, it easily
forms a mist. Consequently, gasoline injection volume changes simultaneously with
variations of intake air volume according to the opening and closing of the throttle valve, so
the air-fuel mixture injected into the cylinder changes immediately according to the throttle
vale opening. In short, there is good response in relation to changes in the position of the
acceleration pedal.
4. Corrections of air-fuel mixture
 Low temperature compensation
Stability is improved at low temperatures because a fine mist of gasoline is

injected by the cold start injector during engine starting. Also, because sufficient air is
drawn in by the air valve, good drivability is maintained immediately after starting.

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 Deceleration Fuel Cut-off
During deceleration, the engine is running at a high rpm even though the
throttle valve is closed.Consequently, the intake air volume into the cylinder is
reduced and manifold vacuum becomes stronger.With the carburetor, the gasoline
adhering to the intake manifold wall will vaporize and enter the cylinder because of
the sudden rise in manifold vacuum resulting in an over-rich mixture, incomplete
combustion and a consequent increase in the amount of unburnt gasoline (HC) in the
exhaust gas. On EFI engine, fuel injection is terminated when the throttle valve closes
and the engine is running above a certain rpm so the density of the HC in the exhaust
is reduced and less fuel is consumed.
5. Efficient Intake of Air-fuel Mixture
With the carburetor, air flow is restricted by the venturi to increase flow speed,
causing a vacuum to be formed below the venturi.This in turn causes the sir-fuel mixture to
be drawn into the cylinder during the piston down stroke. However, the venturi restricts the
flow of intake air and is a disadvantage to the engine. With EFI, on the other hand, 2 to 3
kg/cm2 (28.4 to 42.7 psi, or 196.1 to 294.2 kPa) of pressure is always applied to the gasoline
to improve the mist of the air-fuel mixture, so there is no need for a venturi.Also, the
manifold can be enlarged so the inertia of the intake air can be utilized for the intake of an
abundant air-fuel mixture.

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Types of EFI
1. D-EFI (Manifold Pressure Control Type)
This type measures the vacuum in the

intake manifold and senses the volume of air
by its density.
 D-EFI is also referred to as D-Jetronic,
which is a trade mark of bosch.
 D-Jetronic is a word created from the
German word “Druck” meaning
pressure and “Jetronic, a word joint by
bosch meaning “injection”.
2. L-EFI (Air-flow Control Type)
This type directly senses the amount of air flowing into the intake manifold by means of
air flow meter.
 L-EFI is also referred to as L-

Jetronic; the “L” comes from the
German “Luft” which means
“Air”.

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Basic EFI Construction

EFI can be divided into three systems:
 The Electronic Control System
 The Fuel System
 The Air Induction System

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 The Electronic Control System
 The electronic control system consists of various engine sensors, Electronic Control Unit
(ECU), fuel injector assemblies, and related wiring.
 The ECU determines precisely how muchfuel needs to be delivered by the injector
bymonitoring the engine sensors.
 The ECU turns the injectors on for aprecise amount of time, referred to asinjection pulse
width or injection duration,to deliver the proper air/fuel ratio to theengine.

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 The Fuel Delivery System
 The fuel delivery system consists of the fuel tank, fuel pump, fuel filter, fuel
delivery pipe (fuel rail), fuel injector, fuel pressure regulator, and fuel return pipe.
 Fuel is delivered from the tank to the injector by means of an electric fuel pump.
The pump is typically located in or near the fuel tank. Contaminants are filtered
out by a high capacity in line fuel filter.
 Fuel is maintained at a constant pressure by means of a fuel pressure regulator.

Any fuel which is not delivered to the intake manifold by the injector is returned
to the tank through a fuel return pipe.

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 Air Induction System
 The air induction system consists of the air cleaner, air flow meter, throttle valve,
air intake chamber, intake manifold runner, and intake valve.
 When the throttle valve is opened, air flows through the air cleaner, through the
air flow meter (on L type systems), past the throttle valve, and through a well-
tuned intake manifold runner to the intake valve.
 Air delivered to the engine is a function of driver demand. As the throttle valve is
opened further, more air is allowed to enter the engine cylinders.
 IC engines use two different methods to measure intake air volume. The L type
EFI system measures air flow directly by using an air flow meter. The D type EFI
system measures air flow indirectly by monitoring the pressure in the intake
manifold.

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 Basic System Operation
 Air enters the engine through the air induction system where it is measured by the
air flow meter. As the air flows into the cylinder, fuel is mixed into the air by the
fuel injector.
 Fuel injectors are arranged in the intake manifold behind each intake valve. The
injectors are electrical solenoids which are operated by the ECU.
 The ECU pulses the injector by switching the injector ground circuit on and off.
 When the injector is turned on, it opens, spraying atomized fuel at the back side of
the intake valve.
 As fuel is sprayed into the intake airstream,it mixes with the incoming air and
vaporizesdue to the low pressures in the intakemanifold. The ECU signals the
injector todeliver just enough fuel to achieve an idealair/fuel ratio of 14.7:1, often
referred to asstoichiometry.
 The precise amount of fuel delivered to theengine is a function of ECU control.
 The ECU determines the basic injectionquantity based upon measured intake
airvolume and engine rpm.
 Depending on engine operating conditions,injection quantity will vary. The

ECUmonitors variables such as coolanttemperature, engine speed, throttle angle,and
exhaust oxygen content and makesinjection corrections which determine
finalinjection quantity.

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 Advantages of EFI
 Uniform Air/Fuel Mixture Distribution.Each cylinder has its own injector

whichdelivers fuel directly to the intake valve. Thiseliminates the need for fuel to
travel throughthe intake manifold, improving cylinder tocylinder distribution.
 Highly Accurate Air/Fuel Ratio Control.Throughout All Engine Operating

ConditionsEFI supplies a continuously accurate air/fuelratio to the engine no matter
what operatingconditions are encountered. This provides better drivability, fuel
economy, andemissions control.
 Superior Throttle Response and Power.By delivering fuel directly at the back of
theintake valve, the intake manifold design canbe optimized to improve air velocity
at theintake valve. This improves torque andthrottle response.
 Excellent Fuel Economy. WithImproved Emissions ControlCold engine and wide

open throttleenrichment can be reduced with an EFIengine because fuel pudding in
the intakemanifold is not a problem. This results inbetter overall fuel economy and
improvedemissions control.
 Improved Cold EngineStart-ability and Operation.The combination of better

fuel atomizationand injection directly at the intake valveimproves ability to start and
run a coldengine.
 Simpler Mechanics,Reduced Adjustment Sensitivity. The EFI system does not

rely on any majoradjustments for cold enrichment or fuelmetering. Because the
system ismechanically simple, maintenancerequirements are reduced.

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Comparison between conventional diesel engine and EFI diesel – Common

Rail
There are two types of EFI diesel systems:

1. Conventional type EFI diesel
2. Common-rail type EFI diesel
1. Conventional type EFI diesel: This system uses sensors to detect the accelerator opening
andthe engine speed, and an ECU to determine the fuel injectionvolume and timing.The
control mechanism used for the pumping, distribution, andinjection processes is based on the
mechanical type dieselsystem.
1. ECU (Electronic Control Unit)

2. Sensors
3. Fuel tank
4. Fuel filter
5. Injection pump
6. Injection nozzle

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2.Common-rail type EFI diesel: The fuel that has been pressurized by the supply pump is
storedin the common- rail before it is distributed to the injectors. TheECU (Electronic
Control Unit) and EDU (Electronic Driving Unit)control the fuel injection volume and timing
to an optimum level byoperating and closing the injectors in accordance with the signalsfrom
the sensors. This process is similar to that of the EFI systemused on gasoline engines.
The fuel that has been drawn up from the feed pump located inside the supply pump is
pressurized to the required pressure.The plunger in the pump generates the required injection
pressure. The pressure varies by engine speed and load conditions from 20 MPa at idle, to
135 Mpa under high-load, high-speed operating conditions. The ECU commands the SCV
(Suction Control Valve) to adjust the fuel pressure, regulating the volume of fuel that enters
the supply pump.The ECU constantly detects the fuel pressure in the common-rail by means
of the fuel pressure sensor, and effects feedback control.
1. Supply pump 7. ECU

2. Common-rail 8. EDU
3. Fuel pressure sensor 9. Fuel tank
4. Pressure limiter 10. Fuel filter
5. Injector 11. Check valve
6. Sensors

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Information Sheet Engine Management System Layout
The engine control

system includes:
 ACTUATORS which have
 SENSORS for the the task to actuate the
detection of the engine defined commands
operating modes
Sensors Actuators
 ELECTRONIC CONTROL UNIT(ECU) which elaborates the

signal values supplied by the sensor, according to
defined control strategies and algorithms, and defines
the actions to be delivered to the actuators
ECU
What is a sensor?
 Sensors are transducers that change physical quantity in to electrical quantity
They are of two types:
 Active (self-generating)
 Knock sensor
 O2 sensor
 Passive (modulators)
 Throttle Position Sensor
 MAF Sensor

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What is an Electronic Control Unit (ECU)?
 An ECU is an electronic device that stores and processes data. It relies on

semiconductors and is a group of integrated circuit (IC).
How an Electronic Control Unit (ECU) work?
 The four basic function of an ECU are:
1. Input: A signal sent from an input device. Thedevice can be a sensor or a switch
activated bythe driver, technician, or a mechanical part.
2. Processing: The computer uses the input informationand compares it to
programmed instruction.This information is processed by logiccircuits in
the computer.
3. Storage: The program instructions are stored inthe computer’s memory. Some of
the input signalsare also stored for processing later.
4. Output: After the computer has processed theinputs and checked its programmed
instructions,it will issue commands to various outputdevices. These output
devices may be instrumentpanel displays or output actuators. The output
ofone computer may also be an input to othercomputers.
What is an Actuator?
 Actuator A control device that delivers mechanical action in responseto an

electrical signal.
 This mechanical action can then be used to open and close valves, control
vacuum to other components, or open and close switches
 These actuators, which are solenoids, switches, relays, or motors, physically act
on or carry out the command sent by the computer.

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Information Sheet Air Induction System -Engine Management

System Layout
Air Induction System Overview

 The purpose of the air induction system is tofilter, meter, and measure intake air flow
intothe engine. Air, filtered by the air cleaner,passes into the intake manifold in
varyingvolumes. The amount of air entering theengine is a function of throttle valve
openingangle and engine rpm. Air velocity isincreased as it passes through the
long,narrow intake manifold runners, resulting inimproved engine volumetric efficiency.
 Intake air volume is measured by movementof the air flow meter measuring plate
(Vane / Flap Type or bydetecting vortex frequency (Optical Karman Vortex Type)
orhot wire type on engines equippedwith L type EFI. Both the vane and vortex type air
flow meter are used to measure the volume of air entering the cylinder, but the hot wire
type is used to measure the mass of air entering the cylinder. On engines equipped withD
type EFI, air volume is measured bymonitoring the pressure in the intakemanifold, a
value which varies proportionallywith the volume of air entering the engine.
 The throttle valve directly controls the volumeof air which enters the engine based
ondriver demand. Additionally, when the engineis cold, it is necessary for supplementary
airto by-pass the closed throttle valve to providecold fast idle. This is accomplished by a
bimetallicor wax type air valve or by an ECUcontrolled Idle Speed Control Valve
(ISCV).

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Air InductionSystem Sensors and Components

 Air Flow Meter
The air flow meter is used with L-type EFI for sensing the intake air volume.In L-type
EFI, this is one of the most important sensors.The intake air volume signal is used to
calculate the basic injection duration and basic ignition.
 Types of Air Flow Meter

1. Vane/ FLAP Type (VAF)
2. Optical Karman Vortex Type (VAF)
3. Hot Wire Type (MAF)
Note:The First two measures intake air amount by volume but hot wire type measures
air mass.
1. Vane Air Flow Meter (L Type

EFI).
 The vane type air flow meter is a

commonlyused air volume
measurement device on EFI engines.
 The meter consists of ameasuring

plate, which is spring loadedclosed
by a return spring, and
apotentiometer attached to the plate,
whichvaries an electrical signal to
the ECU as theposition of the plate
changes.
 Air volumeentering the engine is

directly proportional tothe amount of
movement detected from
themeasuring plate.
 Additionally, the air flowmeter

incorporates a fuel pump
enablecontact which breaks the
ground circuit of thecircuit opening
relay if the engine stopsrunning.

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 The air flow meter is placed in series between the air cleaner and the throttle body,
thereby measuring all air which enters the engine. Integrated with the air flow meter is
an intake air temperature sensor and an idle mixture by-pass passage.
 Construction
 Operation
The principle used here is the measurement of force exerted in the sensor flap
by the air passing through it.

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 Idle Mixture Air By-pass Circuit
For proper calibration of the

engine air/fuelratio at idle speed, an
idle mixture air by-passcircuit is
incorporated into the air flow meter.A
screw is used to adjust the amount of
airwhich by-asses the measuring plate.
Thisscrew is adjusted and sealed at the
factory todiscourage improper
adjustment andtampering. There are no
provisions orspecifications for field
adjustment.
 Fuel Pump Circuit Control
A fuel pump switch is incorporated

into theair flow meter to prevent the fuel
pump fromrunning unless the engine is
running. Anymovement of the air flow
meter measuringplate will cause the fuel
pump switch contactto close. When the
engine is not running, themeasuring plate
forces the fuel pump switchcontact open,
preventing the circuit openingrelay from
operating. For more informationon the fuel
pump electrical circuit, refer tosection 3,
"Fuel Delivery and InjectionControl."

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2. Karman Vortex Air Flow Meter (L Type EFI)
The Karman vortex air flow meter is usedonly on limited applications. Themeter is
smaller and lighter than the vanetype meter and offers less resistance toincoming air flow.
The sensor operates on the principle ofmeasuring the vortices created as air flowspast
a pillar shaped vortex generator. Thefrequency with which these vortices arecreated increases
in direct proportion to theamount of air flowing across the vortexgenerator. Vortex frequency
is detected by aphoto-coupler and converted into a variablefrequency digital signal by the
sensor. Anintake air temperature sensor is alsoincorporated into the Karman vortex air
flowmeter.

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This type of air flow meter directly senses the intake air volume optically.Compared
to the vane type, it is made smaller and lighter in weight.Also reduces inlet resistance of
the intake air.
 Construction
 Operation
When air passes

through the air flow
meter,the vortex generator
creates a swirling of theair
downstream. This swirling
effect isreferred to as a
"Karman vortex."
Thefrequency of this Karman
vortex varies withthe
velocity of the air entering
the air flowmeter and other
variables. The photo-
couplerand metal foil mirror are used to detectchanges in these vortices.
The metal foil mirror is used to reflect lightfrom the LED to the photo
transistor. The foilis positioned directly above a pressuredirecting hole which causes it
to oscillatewith the changes in vortex frequency. As themirroroscillates, the 5 volt
Vcc reference isswitched to ground by a photo transistorwithin the sensor. The
resulting digital signalis a 5 volt square wave which increases infrequency in
proportion to increases in intakeair flow.

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3. Air Flow Meter (Hot Wire Mass Air Flow meters)
Mass flow meters operate according to the hotwire or hot-film principle without any
moving mechanical part inside the unit. The closed-loop control circuit in the meter’s
housing maintains a constant temperature differential between a fine platinum wire or
thin-film resistor and the passing air stream. The current required for heating provides an
extremely precise, albeit nonlinear, index of air-mass flow rate; the ECU converts the
signal into linear form. Due to its closed-loop design, this air-mass meter can monitor
flow variations in the millisecond range.
 Construction
Hybrid SHF
Hybrid-section
cover
O-ring
Measuring
channel cover
Plug-in sensor
housing
Sensor chip (CMF)
Temperature
Carrier plate sensor
 Operation
If a heated metal wire (hot wire) is

exposed to air flow, its temperature drops
as the heat is removed from the
wire.When the temperature of the hot wire
is considered to be maintained at a
constant value, a certain relationship
occurs between the air flow quantity and
the current flow that maintains the
constant temperature of the hot wire.

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 Manifold Absolute Pressure Sensor (D Type EFI)
The D type EFI system eliminates the

use ofan air flow meter and uses a
manifoldabsolute pressure sensor as a
loadmeasurement device instead.
Because pressure in the intake

manifold isproportional to the amount of
air entering it,the manifold absolute
pressure sensor isused to measure air
intake volume in the Dtype EFI system.
This sensor compares a variable

pressureinside the intake manifold with a
fixedreference pressure inside the sensor.
A totalvacuum chamber is placed on one
side of apiezo-resistive silicon chip;
manifoldpressure is applied to the other
side of thechip. As the chip flexes, the
mechanicalmovement is converted into a
variable voltagesignal by the sensor. There
are severaldifferent names used in reference to theManifold Absolute Pressure
sensor,depending on the publication you read. Twoother common names used to refer to
thissensor are PIM, or Pressure Intake Manifold,and Vacuum sensor.

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This sensor detects the pressure variation of the intake manifold and converts it to the
voltage signal.The intake air volume signal is used to calculate the basic injection duration
and basic ignition.Intake manifold pressure is a directly related to engine load. The ECM
needs to know intake manifold pressure to calculate how much fuel to inject, when to ignite
the cylinder, and other functions. The MAP sensor is located either directly on the intake
manifold or it is mounted high in the engine compartment and connected to the intake
manifold with vacuum hose. The MAP sensor uses a perfect vacuum as a reference pressure.
The difference in pressure between the vacuum pressure and intake manifold pressure
changes the voltage signal. The MAP sensor converts the intake manifold pressure into a
voltage signal (PIM).
 Construction
 Operation
In the Manifold Absolute Pressure

(MAP) sensor there is a silicon chip
mounted inside a reference chamber.
On one side of the chip is a reference
pressure. This reference pressure is
either a perfect vacuum or a calibrated
pressure, depending on the application.
On the other side is the pressure to be
measured. The silicon chip changes its
resistance with the changes in pressure.
When the silicon chip flexes with the
change in pressure the electrical resistance of the chip also changes. This change in
resistance alters the voltage signal. The ECM interprets the voltage signal as pressure and
any change in the voltage signal means there was a change in pressure.

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 Throttle Position Sensor
The throttle position signal is used for fuel cut off control
(during deceleration or braking) and increasing the fuel
volume during acceleration. The TPS is mounted on the
throttle body and converts the throttle valve angle into an
electrical signal. As the throttle opens, the signal voltage
increases.The ECM uses throttle valve position information
to know:
 engine mode: idle, part throttle, wide open throttle.

 switch off AC and emission controls at Wide Open
Throttle (WOT).
 air-fuel ratio correction.
 power increase correction.
 fuel cut control.
 Types and Construction
 Operation – Point Type TPS
The basic TPS requires three wires. Five volts are supplied to the TPS from
the VC terminal of the ECM. At idle, voltage is approximately 0.6 - 0.9 volts on the
signal wire. From this voltage, the ECM knows the throttle plate is closed. At wide
open throttle, signal voltage is approximately 3.5 - 4.7 volts.A ground wire from the
TPS to the E2 terminal of the ECM completes the circuit.

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 Operation – Linear Type TPS
TPS is a resistor and a wiper arm. The arm is always

contacting the resistor. At the point of contact, the
available voltage is the signal voltage and this
indicates throttle valve position. At idle, the resistance
between the VC (or VCC terminal and VTA terminal
is high, therefore, the available voltage is
approximately 0.6 - 0.9 volts. As the contact arm
moves closer the VC terminal (the 5 volt power
voltage), resistance decreases and the voltage signal
increases.
 Temperature Sensor
The ECU changes the operation of many components and systems based on temperature.
Nearly all temperature sensors are negative temperature coefficient (NTC) thermistors and
operate in the same way. Their resistance changes with a change in temperature. The ECU
supplies a reference voltage of 5 volts to the sensor. That voltage is changed by the change of
the resistor’s resistance and is fed back through a ground wire to the ECU. Based on the
return voltage, the ECU calculates the exact temperature. When the sensor is cold, its
resistance is high, and the return voltage signal is also high. As the sensor warms up, its
resistance drops and so does the voltage signal

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 Intake Air Temperature (IAT) Sensor
The intake air temperature (IAT)

sensor is also called an air charge
temperature sensor. The intake air
temperature (IAT) sensor is a negative
temperature coefficient (NTC)
thermistor that decreases in resistance as
the temperature of the sensor increases.
Meaning its resistance decreases as the
incoming air temperature increases and
increases as incoming air temperature
decreases. The ECU uses the air
temperature information as a correction
factor in the calculation of fuel, spark,
and airflow. For example, ECU uses this input to help calculate fuel delivery. Because
cold intake air is denser, a richer air-fuel ratio is required.On engines equipped with a
MAP sensor, the IAT is installed in an intake air passage. On other engines, the IAT is
normally an integral part of the mass airflow (MAF) sensor. Most control systems
compare the inputs from the IAT and the ECT to determine if the engine is attempting a
cold start.
 The IAT sensor can be located in one of the following locations:

 In the air cleaner housing
 In the air duct between the air filter and the throttle body
 Built into the mass air flow (MAF) or air flow sensor
 Screwed into the intake manifold where it senses the temperature of the air
entering the cylinders
 A defective IAT sensor may cause the following problems:

1. Rich or lean air-fuel ratio
2. Hard engine starting
3. Engine stalling or surging
4. Acceleration stumbles
5. Excessive fuel consumption

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 Throttle Body
The throttle body consists

of the throttle valve,the idle air
by-pass circuit, the
throttleposition sensor, and also
houses variousported and
manifold vacuum sources
tooperate emissions devices.
Throttle icing isprevented by use
of an engine coolant
cavitylocated adjacent to the
throttle valve.
 Idle Air By-pass
During idle operation, the

throttle valve isalmost
completely closed. Idle air enters
theengine through an adjustable
throttle air bypassscrew which
varies the amount of airwhich
can flow past the closed throttle
valve.By turning this screw
clockwise, throttlebypass air is
reduced, causing a decrease
inidle speed. Conversely, turning
the screwcounterclockwise will
increase idle speed byallowing more air to pass the closed throttlevalve.
On engines equipped with an

ECUcontrolled ISCV, this throttle air
by-passscrew is seated at the factory,
and there areno provisions for curb idle
adjustment. Idleair is varied by the ECU
through control of theISC Valve
position.

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 Intake Air Chamber & Manifold
Port delivered Electronic Fuel Injectionsystems offer the advantage of not having tomove
fuel through the intake manifold. Thisallows for improved performance andemissions
through optimum design of theintake air chamber and manifolds.
A large intake air chamber is provided toeliminate pulsation, thereby improving

airdistribution to each manifold runner. Long,narrow manifold runners are branched off
toeach intake port to improve air velocity at theintake valve. This design offers the
followingbenefits:
• Fuel puddling is eliminated, providing forleaner cold engine and power air/fuelratios.
This equates to reductions inemissions and improved fuel economy.
• Volumetric efficiency of the engine isimproved, thereby improving engine torqueand

horsepower.
Depending upon application, the intake airchamber and manifolds may be integrated
orseparate. Some engines utilize anECU controlled variable induction systemwhich optimizes
manifold design for low andhigh speed engine operation.

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Common Service Concerns and Solutions in the Air Induction System

During service procedures, there are twoconcerns related to the air induction
systemwhich the technician should be aware of.These are false or unmeasured air entry
intothe intake system and deposit buildup on theback side of intake valves.
False or Unmeasured Air Entry
False air is any air which enters the

inductionsystem unwanted and/or
unmeasured. Inaddition to obvious leaks in
the intakemanifold, with an L type EFI
system, false aircan enter the induction system
through theconnecting pipe between the air
flow meterand the throttle body as well as
throughleaks into the crankcase. Because this
air isable to enter the intake
manifoldunmeasured, the result is an
excessivelylean air/fuel ratio. The end result
of false airwith L type EFI is rough idle,
stumble, and/orflat spots.
With the D type EFI system, false air

istypically measured by the EFI
systembecause it results in an increase in
manifoldabsolute pressure. The end result is
anengine that idles excessively high but with
arelatively normal air/fuel mixture.
There are several tests which can detectfalse air entry into the induction system.
Agood visual inspection of the intake airconnector pipe and connection points as wellas
inspection of all vacuum hoses, engine oilfiller cap, and dip stick seals are a must.
If this fails to identify a suspected leak,spraying carburetor cleaner aroundsuspected

leak areas while observing aninfrared exhaust analyzer for carbonmonoxide increase is
another method toassist in leak detection.
Another method to locate suspected false airentry points is to pressurize the

intakesystem with a regulated shop air supply(CAUTION: do not exceed 25 PSI). Spray
asoapy water solution around all suspectedleak areas. Simply listen and observe forbubbles to
locate leak sources. This methodrequires sealing the air cleaner fresh air inletand blocking the
throttle valve open topressurize the intake air connector pipe. Theair pressure can be applied
through anylarge manifold vacuum fitting.

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Intake Valve Deposits
This condition manifests itself as

hardenedcarbon deposits on the back side
of theintake valves. It varies in degree
dependingon the engine, fuel quality, and
customerdriving habits.
Intake valve deposits present a

dualproblem. First, these deposits restrict
theflow of air and fuel mixture into the
cylinder,reducing volumetric efficiency
and potentiallyaffecting high rpm engine
performance.Additionally, these carbon
deposits act likesponges absorbing fuel
vapor. This causeslean drivability
problems, particularly duringcold engine
operation.
The best way to identify this

condition is bysymptom and then through visual inspection.A visual inspection can be
performed using abore scope to confirmthe problem. The intake manifold can alsobe
removed to confirm the existence and thedegree of this condition.

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FEDERAL TVET TEACHERS TRAINING INSTITUTE

AUTOMOTIVE DEPARTMENT
Name: ______________________________ Date: _______________
Practical Activity Servicing Engine Management System
Engine Identification:
Engine Number: ____________________________ Number of Cylinder:________

Piston Arrangement:[ ] Inline [ ] V-type [ ] Opposed
Type of Ignition: [ ] Spark Ignition [ ] Compressed Ignition
Type of EFI: [ ] D-EFI [ ] L-EFI
Ignition System: [ ] Distributor Type [ ] Distributor-less [ ] Coil On Plug (COP)
Air Induction System: [ ] Natural Aspirated [ ] Force Induction
[ ] Turbo Type [ ]Super Charger
Instructions: Identify the ECU circuitry terminal of the A8-FE engine by marking with
arrows and label it. See ECU wiring diagram at the back page.
1. Locate the terminal of the ECU source voltage (Batt) and B+.
2. Throttle Position Sensor terminal for reference/source voltage (Vc), signal voltage
terminal (VTA) and ground (E2).
3. MAP terminal for reference/source voltage (Vc), signal voltage terminal (PIM)
and ground (E2).
4. IAT terminal for reference/source voltage (Vc), and signal voltage terminal
(THA).
ECU

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Instructions: Record the voltage input (source voltage) of the ECU and voltage output
(signal voltage) of the following sensors:
Instruction:
Throttle Position Sensor (TPS)

1. Ignition Switch and Power Main Switch is turn to OFF position and be sure there is
NO power supplied to the sensor.
Main Switch
OFF position
2. Disconnect the TPS connector by pressing the lock pin.
3. TPS terminal identification: Vc, VTA, E2 terminal by using DMM (Ohmmeter).
T1:_____________
T2:_____________
T3:_____________
ECU / Sensors TPS Terminal Resistance

1. Throttle Position Sensor (TPS) Vc – E2
 Close Throttle Vc – VTA
VTA – E2
2. Throttle Position Sensor (TPS) Vc – E2
 Wide Open Throttle Vc – VTA
VTA – E2

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4. TPS Connector terminal identification: Vc, VTA, E2 terminal by using DMM

(Voltmeter).
T1:_____________
T2:_____________
T3:_____________
5. Re-connect the TPS connector.

6. Turn ON the main power switch.
7. Turn ON the ignition switch and start the engine.
8. Fill-up the table below with the needed information.
Source / Signal
ECU / Sensors TPS Terminal
Voltage
1. Throttle Position Sensor (TPS) Close Vc – E2
throttle - Idling) Vc – Chassis Ground
2. Throttle Position Sensor (TPS) Close VTA – E2
throttle - Idling) Vc – VTA
3. Throttle Position Sensor (TPS) at 1,000 VTA – E2
rpm) Vc – VTA
4. Throttle Position Sensor (TPS) at 2,000 VTA – E2
rpm) Vc – VTA
9. Turn the engine OFF, ignition switch and main power switch to OFF position.
10. Locate the manifold absolute pressure sensor and disconnect the connector by
pressing the lock pull it out.
Lock
MAP Connector

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11. MAP terminal identification: Vc, PIM, E2 terminal by using DMM (Ohmmeter).
T1:_____________
T2:_____________
T3:_____________
ECU / Sensors TPS Terminal Resistance

1. Manifold Absolute Pressure (MAP) Vc – E2
 Vacuum Vc – PIM
PIM – E2
2. Manifold Absolute Pressure (MAP) Vc – E2
 NO Vacuum Vc – PIM
PIM – E2
12. MAP Connector terminal identification: Vc, PIM, E2 terminal by using DMM
(Voltmeter).
T1:_____________
T2:_____________
T3:_____________
13. Re-connect the MAP connector.
14. Turn ON the main power switch.
15. Turn ON the ignition switch and start the engine.
16. Fill-up the table below with the needed information.
Source / Signal
ECU / Sensors TPS Terminal
Voltage
1. Manifold Absolute Pressure (MAP) Close Vc – E2
throttle - Idling Vc – Chassis Ground
2. Manifold Absolute Pressure (MAP) PIM – E2
Close throttle - Idling Vc – PIM
3. Manifold Absolute Pressure (MAP) at PIM – E2
1,000 rpm Vc – PIM
4. Manifold Absolute Pressure (MAP) at PIM – E2
2,000 rpm) Vc – PIM

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Name: ______________________________ Date: _______________
Instructions: Follow the ECU terminals location of the different air induction system
sensors.
IGf PIM
NE+ THA Batt
THW
OX
ECU
E1 KNK
Vc
IGt VTA +B
NE- E2
Problems: Find the fault of the engine by using DMM to perform continuity test on the
sensors circuit.
A. Sensors Circuit:
1. Vc - [ ] OK [ ] Open [ ] Short/ Grounded
2. E2 - [ ] OK [ ] Open [ ] Short/ Grounded
3. VTA - [ ] OK [ ] Open [ ] Short/ Grounded
4. PIM - [ ] OK [ ] Open [ ] Short/ Grounded
5. THA - [ ] OK [ ] Open [ ] Short/ Grounded
6. +B - [ ] OK [ ] Open [ ] Short/ Grounded
7. Batt - [ ] OK [ ] Open [ ] Short/ Grounded
8. NE+ [ ] OK [ ] Open [ ] Short/ Grounded
9. NE+ [ ] OK [ ] Open [ ] Short/ Grounded
10. OX [ ] OK [ ] Open [ ] Short/ Grounded
11. KNK [ ] OK [ ] Open [ ] Short/ Grounded
12. THW [ ] OK [ ] Open [ ] Short/ Grounded
13. IGt [ ] OK [ ] Open [ ] Short/ Grounded
14. IGf [ ] OK [ ] Open [ ] Short/ Grounded
15. E1 [ ] OK [ ] Open [ ] Short/ Grounded

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Overview of the Fuel Delivery System

The K-Jetronic is a mechanically
and hydraulically controlled fuel-injection
system which needs no form of drive and
which meters the fuel as a function of the
intake air quantity and injects it
continuously onto the engine intake
valves. Thus the system designation K
(taken from the German for continuous).
When the intake valves open, the mixture
is drawn into the cylinder.
The KE-Jetronic is basically using the K-Jetronic system with additional electronic
sensors to monitor a wide range of engine parameters. Both systems are using distributor for
high fuel pressure flows to multiport injectors.

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Electronic Fuel Injection (EFI) systems use common rail and injectors to spray the
fuel. There are twodifferent systems: Multipoint (Port) Injection (MPI – Indirect/ Direct
Injection) and Throttle-body injection (TBI), also called single-point injection. In this
systems, the injectors are electronically controlled.
Multipoint injection is the most commonly usedand is further divided into indirect
and direct injection.Both systems have an injector for each cylinder. Indirectinjection sprays
fuel into the intake valve port, whiledirect injection sprays fuel directly into the
combustionchamber.
MPI - Direct injection, fuel is injecteddirectly

into the cylinder during the compressionstroke, just a
moment before the spark plug ignitesthe mixture. This
was not done earlier because itrequires much higher
fuel line pressures, over2,000 pounds per square inch
(psi) vs. about 40 psiwith conventional fuel injection.
Gasoline Direct-Injection System
A typical direct-injection system uses two pumps - one low-pressure electric pump in
the fuel tank and the other a high-pressure pump driven by the camshaft. The high-
pressure fuel pump is a single-plunger drivenby the camshaft pump. It is flange mounted on
thecylinder head and has a separate three-lobe cam mounted on the camshaft to maintain a
constant fuel supply. The pump also containsa fuel-supply control valve, variable pressure
attenuatorand high-pressure limiting valve.
1 – Fuel Injector;
2 – Fuel Rail; 3
3 – High-pressure pump;

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MPI –In-direct injection, in thistype of system each

cylinder has its owninjector discharging fuel into the
areadirectly in front of the intake valve. Indirect multi-
point systems have electromechanically operated
injectors opening for a predetermined length of time
called the injector pulse width. The pulse width is
determined by the engine's Electronic Control Module
(ECM) and depends on the information from various
engine sensors. The fuel is delivered from the tank
through a filter, and a regulator controls its operating
pressure. The fuel is delivered to the engine in
precisequantities and is injected into the inlet manifold as
the inlet valve opens and is drawn into the combustion
chamber by the incoming air.
fuel pump electroniccontrol unit

fuel filter regulator
return line plenum

fuelrail
chamber
supply line
throttle
valve
airflow meter
injector
air
filter air cleaner
Throttle-body injection acts like an electroniccarburetor. It has one or two injectors,

depending on thesize of the engine, which spray fuel into the air passingthrough the throttle
body into the intake manifold.
2
1 – Fuel Entrance; 3
2 – Air intake; 1
3 – TBI Assembly; 4
4 – Throttle plate;
5 –Intake Manifold;
6 – Engine;
5
Throttle –Body Injection

6 Assembly
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No. Fuel Delivery System A/F Control System Method

1 Carburetor Mechanical System
2 K and KE Jetronic Mechanical and Hydralic
3 Single Point Injection System
Indirect Injection
4 Multipoint injection system
Electrical System
(sequential)
Direct Injection
(sequential)
Basic Multipoint EFI System:
The purpose of the fuel delivery system is to quietly deliver the proper volume of fuel at
the correct pressure. The fuel delivery system must also meet emission and safety regulations.
The fuel delivery system incorporates thefollowing components:
1) Fuel tank (with evaporative emissionscontrols)

2) Fuel pump
3) Fuel pipe and in line filter
4) Fuel delivery pipe (fuel rail)
5) Pulsation damper (most engines)
6) Fuel injectors
7) Cold start injector (some engines)
8) Fuel pressure regulator
9) Fuel return pipe

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Operation:
 Fuel is pumped from the tank by an electricfuel pump, which is controlled by the
circuitopening relay.
 Fuel flows through the fuelfilter to the fuel rail (fuel delivery pipe) and up to the
pressure regulator where it is heldunder pressure.
 The pressure regulatormaintains fuel pressure in the rail at aspecified value above
intake manifoldpressure.
 This maintains a constantpressure drop across the fuel injectorsregardless of engine
load.
 Fuel in excess ofthat consumed by engine operation isreturned to the tank by way of
the fuel returnline.
 A pulsation damper, mounted to the fuelrail, is used on some engines to
absorbpressure variations in the fuel rail due toinjectors opening and closing.
 The fuel injectors, which directly control fuelmetering to the intake manifold, are
pulsedby the ECU.
 The ECU completes the injectorground circuit for a calculated amount of timereferred
to as injection duration or injectionpulse width.
 The ECU determines whichair/fuel ratio the engine runs at based uponengine
conditions monitored by inputsensors and a program stored in its memory.
 During cold engine starting, many enginesincorporate a cold start injector designed
toimprove startability below a specified coolanttemperature.

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FUEL DELIVERY AND INJECTION CONTROL COMPONENTS

Fuel Tank
Fuel tanks include devices that prevent vapors from leaving the tank. For example, to
contain vapors and allow for expansion, contraction, and overflow that result from changes in
the temperature, the fuel tank has a separate air chamber dome at the top. All fuel tank
designs provide some control of fuel height when the tank is filled. Frequently, this control is
achieved by using vent lines with the filler tube or tank. These fuel height controls allow only
90% of the tank to be filled. The remaining 10% is for expansion during hot weather. Some
fuel tanks have an over fill limiting valve to prevent overfilling of the tank.
Fuel tanks are constructed of pressed corrosionresistantsteel, aluminum, or molded

polyethyleneplastic. Aluminum and molded plastic tanks are themost commonly used.

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Fuel Pumps
The fuel pump is mounted in the tank and immersed in fuel. The fuel cools and
lubricates the pump. When current flows through the motor, the armature and impeller rotate.
The impeller draws fuel in through a filter and discharges pressurized fuel through the outlet
port. The fuel pump's pumping capacity is designed to exceed engine requirements. This
insures that there will always be enough fuel to meet engine demands.
An outlet check valve, located in the discharge outlet, maintains a residual fuel
pressure in the fuel system when the engine is off. This improves starting characteristics and
reduces vapor lock.Without residual fuel pressure, the system would have to be pressurized
each time the engine was started and this would increase engine starting (cranking) time.
When a hot engine is shut off, fuel temperature in the lines around the engine increases.
Keeping the system pressurized increases the boiling point of the fuel and prevents the fuel
from vaporizing.A pressure relief valve will open if the fuel system becomes restricted. This
is a safety device to prevent the fuel lines from rupturing and damage to the pump.
Fuel Pump Electrical Controlsand Circuit Opening Relay

Circuit Opening Relay Circuits There aretwo types of fuel pump control circuits usedon EFI
engines. One type of control,used exclusively with L type injection, utilizesthe air flow meter
Fc contact to complete thecircuit opening relay run winding ground. Thisis a safety feature
which prevents the fuelpump from operating when the engine is notrunning.

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A second type of fuel pump control uses theECU to control circuit opening relay
runwinding current. Used on engines equippedwith D type EFI and on the 7M-GTE,
whichuses a Karman vortex air flow meter and hot wire air flow meter, thissafety feature
prevents fuel pump operationwhenever the ECU fails to see an Ne (enginerpm) signal. Under
these conditions, theECU removes ground from the circuitopening relay run winding.
Electric Fuel Pump Rollover Protection – Inertia Switch
Electric fuel pump circuits include some sort of

rollover protection. Typically, this includes the installation of
an inertia switch that shuts off the fuel pump if the vehicle
in involved in a collision or rolls over. Atypical inertia
switchconsists of a permanent magnet, a steel ball inside a
conical ramp, a target plate, and a set of electrical contacts.
The magnet holds the steel ball at the bottom of the ramp. In
the event of a collision, the inertia of the ball causes it to
break away from the magnetic field and roll up the ramp.
When it strikes the target plate, the electrical contacts open
and the circuit between the ECM and fuel pump control unit
opens, causing the fuel pump to turn off. The switch has a
reset button that must be depressed for at least 1 second
before the pump will operate again.

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Operation
The inertia switch consists of a ball, spring loaded link, contact point, and reset
switch. If the force of the collision exceeds a predetermined value, the ball will move causing
the spring loaded link to drop opening the contact point. This opens the circuit between the
ECM and Fuel Pump ECU causing the fuel pump to turn off. If the fuel pump inertia switch
has been tripped, it can be reset by pushing up on the reset switch for at least 1 second.

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Fuel Filter
Automobiles and light
trucks usually have an in-tank
strainer and a gasoline filter. The
strainer, located in the gasoline
tank, is made of a finely woven
fabric. The purpose of this strainer
is to prevent large contaminant
particles from entering the fuel
system where they could cause
excessive fuel pump wear or plug
fuel metering devices. It also helps
to prevent passage of any water
that might be present in the tank.
The fuel filter, which is installed between thepump and the fuel rail, removes dirt
andcontaminants from the fuel before it isdelivered to the injectors and
pressureregulator.Although it is possible for the fuel filter tobecome contaminated. In the
event that this filter becomes restrictiveto fuel flow, the engine will suffer fromsurging, loss
of power under load and hardstarting problems. If it becomes necessary toreplace this filter
there are some importantsafety matters to consider.
A fuel filter is connected in the fuel line between the fuel tank and the engine. Many
of these filters are mounted under the vehicle and others are mounted in the engine
compartment. On many fuel filters, the inlet and outlet fittings are identified, and the filter
must be installed properly. An arrow on some filter housings indicates the direction of fuel
flow through the filter.

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Fuel Delivery Pipe (Fuel Rail)

The fuel
delivery pipe,
commonly referred
toas a fuel rail, is
designed to hold the
injectorin place on the
intake manifold.
Mounted tothe fuel
delivery pipe are the
pulsationdamper (when
used) and the fuel
pressureregulator. The
fuel delivery pipe acts
as areservoir for fuel
which is held
underpressure prior to
delivery by the fuel
injector.
Pulsation Damper
The rapid opening and

closing of the fuel injectors cause
pressure fluctuations in the fuel
rail.Mounted on the fuel rail, the
pulsation damper reduces these
pressure fluctuations. Although fuel
pressure is maintained at a constant
value by the pressure regulator, the
pulsing of the injectors causes
minor fluctuations in rail pressure.
The pulsation damper acts as an
accumulator to smooth out these
pulsations, ensuring accurate fuel
metering.
The screw mounted at the

top of the damper provides an easy
check for fuel system
pressure.When the screw is up it
means the fuel rail is pressurized.
Under most conditions, this check
isadequate. The screw is
nonadjustable and it is used to
calibrate the damper at the factory.
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Fuel Injectors
Fuel injectors are electromechanical devices that meter and atomize fuel so it can be
sprayed into the intake manifold. Fuel injectors resemble a spark plug in size and shape. O-
rings are used to seal the injector at the intake manifold, throttle body, and/or fuel rail
mounting positions. These O-rings provide thermal insulation to prevent the formation of
vapor bubbles and promote good hot start characteristics. They also dampen potentially
damaging vibration. When the injector is electrically energized, a fine mist of fuel sprays
from the injector tip.
Most injectors consist of a solenoid, a needle valve, and a nozzle. The solenoid is
attached to the nozzle valve. The PCM controls the injector by controlling its ground circuit
through a driver circuit. When the
solenoid winding is energized, it
creates a magnetic field that draws the
armature back and pulls the needle
valve from its seat. Fuel then sprays
out of the nozzle. When the solenoid
is de-energized, the magnetic field
collapses and a helical spring forces
the needle valve back on its seat,
shutting off fuel flow.
The amount of fuel released by

an injectordepends on fuel pressure
and the length of time theinjector is
energized. Fuel pressure is mainly
controlledby a pressure regulator, and
the injector’spulse width is controlled
by the PCM. Typical pulsewidths
range from 1 to 10 milliseconds at full
load.The PCM controls the pulse
width according to variousinput sensor
signals, operating conditions, andits
programming. The primary inputs are
related toengine load and engine
coolant temperature. Coldstarting
requires the longest pulse width.
Basic Fuel Injection Control

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 The basic injection devices maintain an

optimum proportion (Called the theoretical
ratio) of the air and fuel drawn into the
cylinders.
 The “theoretical air-fuel-ratio” is the

ratio of air to fuel containing just
exactly enough oxygen to allow the fuel
to be completely burnt.
 In the case of pure octane, this ratio is
14.7 to 1 (written 14.7:1), or 14.7 parts
of air to 1 part of fuel.
 The “theoretical air-fuel-ratio” is the ratio of the weight of the air in the air-
fuel mixture to the weight of the fuel.
 To do this, if there is an increase in the volume of intake air, fuel injection volume is
increased proportionally.
 Or, if there is a decrease in intake air volume, fuel injection volume is decrease.
Block Diagram of EFI basic injection control
Correction Control
The basic operation of the devices required for obtaining the theoretical air-fuel
mixture has been explained on Basic Injection Control.However, the engine will not operate
well with only the basic injection volume control. This is because the engine must operate
under varying conditions and consequently some form of correction device is needed to
adjust the air-fuel ratio according to these varying conditions.When the engine is cold or
under a heavy loads a richer mixture is required. The EFI system modifies the air-fuel ratio in
accordance with engine operating conditions in the same way that the carburetor changes the
air-fuel mixture by means of the choke or power system.

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 Air Flow - When the throttle valve

opens, air flows to the cylinders from the air
cleaner through the air-flow meter, throttle
valve and intake manifold. As the air flows
through the air flow meter, it pushes open the
measuring plate. The volume of air is sensed
by the extent of the opening.
 Fuel Flow - Fuel is pressurized by an

electric fuel pump and flows to the injector
through the filter. There is one injector for each
cylinder, injecting fuel as its solenoid valve
opens intermittently. Because the fuel pressure is
kept constant by the pressure regulator, the
injected volume is controlled by changing the
duration of the injection. Thus, when there is
little air intake volume, the duration is short and
when the air intake volume is large, the injection
duration is longer.
 Detection of intake air volume
The throttle valve controls

the volume of air taken in by the
engine. The larger the valve
opening the amount of air taken
into the cylindersis greater. At
low speeds, the air flow will be
less and the measuring plate will
open only a little.At high speeds
and under heavy loads, there will
be more air flow and the opening
of the measuring plate will be
correspondingly larger.The air
volume detected at the air-flow
meter is converted to a voltage,
which is sent as a signal to the ECU.Also, the ignition primary signal for engine rpm
is sent to the ECU from the ignition coil.The ECU then calculates how much fuel is
needed for that amount of air and informs each injector as to the solenoid opening
time.When the solenoid valve of the injector opens, fuel is injected into the intake
manifold.
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FUEL-PRESSURE REGULATOR
 Fuel-pressure regulators on fuel-return-type

fuel-injection systems are installed on the
return (downstream) side of the injectors at
the end of the fuel rail, or are built into or
mounted upon the throttle-body housing.
 Downstream regulation minimizes fuel-
pressure pulsations caused by pressure drop
across the injectors as the nozzles open.
 It also ensures positive fuel pressure at the
injectors at all times and holds residual
pressure in the lines when the engine is off.
 On mechanical return-less systems, the
regulator is located back at the tank with the
fuel filter.
A typical port fuel-injected system showing a vacuum-

controlled fuel-pressure regulator.
 A typical fuel-pressure
regulator that has a spring that
exerts 46 pounds of force
against the fuel.
 If 20 inches of vacuum are
applied above the spring, the
vacuum reduces the force
exerted by the spring on the
fuel, allowing the fuel to return
to the tank at a lower pressure.

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VACUUM-BIASED FUEL-PRESSURE REGULATOR
 The primary reason why many port fuel-injected systems use a vacuum-controlled
fuel-pressure regulator is to ensure that there is a constant pressure drop across the
injectors.
Engine Operating Intake Manifold Fuel Pressure

Condition Vacuum
Idle or Cruise High Lower
Heavy Load Low Higher
RETURN FUEL DELIVERY SYSTEM
When the fuel pump is activated by the ECM, pressurized fuel flows out of the tank,
through the fuel filter to the fuel rail and up to the pressure regulator. The pressure regulator
maintains fuel pressure in the rail at a specified value. Fuel in excess of that consumed by
engine operation is returned to the tank by a fuel return line. A pulsation damper, mounted on
the fuel rail, is used on many engines to dampen pressure variations in the fuel rail. The
injectors, when turned on by the ECM deliver fuel into the intake manifold. When the fuel
pump is turned off by the ECM, a check valve in the fuel pump closes maintaining a residual
pressure in the fuel system.
In a return system, the fuel sent back to the tank has been heated by under hood
temperatures. The introduction of the warm fuel to the tank causes the fuel to evaporate. An
evaporative emission control is intergraded to avoid fuel vapors from entering the
atmosphere. Fuel pressure and volume are controlled by the PCM according to the existing
operating conditions.

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 Electronic Return-less Fuel Delivery System
When the fuel pump is activated by

the ECM pressurized fuel flows from the
pump to the pressure regulator. At the
pressure regulator excess fuel is directed
to the bottom of the fuel tank and
pressurized fuel is sent out of the fuel
tank, through the fuel filter, pulsation
damper, and into the fuel rail. When the
ECM turns on the injector fuel is
delivered into the intake manifold. Fuel
pressure in this system is maintained at a
constant and higher pressure, 44-50 psi
(301-347 kPa) than the return fuel
system. ECM programming and a higher
fuel pressure eliminates the need for a
vacuum modulated pressure regulator.
 This system is unique because it does not use a mechanical valve to regulate rail
pressure.
 Fuel pressure at the rail is sensed by a pressure transducer, which sends a low-
level signal to a controller.
 The controller contains logic to calculate a signal to the pump power driver.
 The power driver contains a high-current transistor that controls the pump speed
using pulse-width modulation (PWM).
 This system is called the electronic return-less fuel system (ERFS).
The fuel pressure sensor and fuel-temperature sensor are often

constructed together in one assembly to help give the PCM the
needed data to control the fuel-pump speed.

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 Mechanical Return-less Fuel Delivery System
 The first production return-less systems employed the mechanical return-less fuel
system (MRFS) approach.
 This system has a bypass regulator to control rail pressure that is located in close
proximity to the fuel tank.
 Fuel is sent by the in-tank pump to a chassis-mounted inline filter with excess fuel
returning to the tank through a short return line.
A mechanical return-less fuel system. The bypass

regulator in the fuel tank controls fuel line pressure.

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Name: ______________________________ Date: _______________
 INJECTOR: [ ] ok [ ] not
 INSPECT INJECTOR RESISTANCE

(a) Warm-up the engine until ECT sensor measure less than 1 volt.
(b) Turn the engine OFF and disconnect the 4 injector connectors.
(c) Using an ohmmeter, measure the resistance between theterminals.
Resistance: 13- 18Ω at 20°C (68°F)
Resistance Temperature
Injector #1
Injector #2
Injector #3
Injector #4
Observation: ______________________________________________________________
___________________________________________________________________
___________________________________________________________________
 FUEL CUT RPM [ ] ok [ ] no
1. WARM UP ENGINE: Allow the engine to warm up to normal operating temperature.

2. INSPECT FUEL CUTOFF RPM OPERATION
(a) Increase the engine speed to at least 2,500 rpm.
(b) Check the injector for operating noise.
(c) Check that when the throttle lever is released,
injector operationnoise stops momentarily and
then resumes.
HINT:
 Fuel return speed: 1,000 rpm
Observation: ____________________________________________________________
_______________________________________________________________
_______________________________________________________________

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 INJECTOR SIGNAL:
1. Allow the engine to warm up to normal
operating temperature.
2. Use the engine analyzer scope to monitor
the signal of the fuel injector.
3. Use only channel 1 for signal display.
4. Set the scope time per division and volts
per division accordingly.
Oscilloscope Probe
5. Insert the oscill0scope probe into the
injector terminal to monitor its signal.
6. Draw the injector signal on the graph below with corresponding time/div and
volts/div.
Injector # 1 Injector # 2
Injector # 3 Injector # 4
Time/div: _______ ms
Volts/div: _______mvObservation: ________________________________
___________ ___________________________________________
____________________________________________
__________________________________________________________________________
_____________________________________________________________

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Operation Sheet Servicing Engine Management System
Name: ______________________________ Date: _______________
EFI Fuel Injector Testing and Cleaning.
1. WARM UP ENGINE: Allow the engine to warm up to normal operating temperature

(THW is less than 1 volt).
2. While the engine is running disconnect the supply fuel line from the fuel tank, let the
engine stop. This is to remove the fuel pressure in the fuel rail.
2. Turn the engine switch OFF.
3. Disconnect the fuel injector connector.
4. Disconnect fuel line from the fuel rail.
5. Disconnection pressure regulator hose.
6. Loosen and remove the bolts of the fuel rail.
7. Full the fuel rail slowly so that the injector O-ring will not be damage. If it is hard to
remove spray with penetrating oil on the mounting port of the injector against the manifold
runner.
8. Remove the fuel injector from the rail by removing the clip.
Injectors Connector Injectors Connector
Injector Clip
Fuel Rail Fuel Rail Bolts Fuel Injector

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Injector Installation:

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Job Sheet Servicing Engine Management System
Name: ______________________________ Date: _______________
A. Mark the injector according to its cylinder location. Record the resistance of each injector.

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Resistance
Injector #1
Injector #2
Injector #3
Injector #4
B. Dribbling Test: Indication or make a drawing if there is (are) injector (s) Dribble (Leak).
Indicate on the remark if the injector is good or defective.
Before Ultrasonic Cleaning:
1 2 3 4 Remark
Pump Pressure
Injector #1
Injector #2
Injector #3
Injector #4
Observation: ____________________________________________________________
_______________________________________________________________
_______________________________________________________________
C. Injecting angle and atomization states: Draw the spray pattern of each injector
1 2 3 4 Remark
Pump Pressure
Injector #1
Injector #2
Injector #3
Injector #4
Observation: ____________________________________________________________
_______________________________________________________________
_______________________________________________________________
C. Injection Volume:Indicated the injectors volume and place a measurement remark.

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1 2 3 4 Remark
Pump Pressure
Injector #1
Injector #2
Injector #3
Injector #4
Observation: ____________________________________________________________
_______________________________________________________________
_______________________________________________________________
E. Injection Uniformity:Draw the spray pattern of each injector
1 2 3 4 Remark
Pump Pressure
Injector #1
Injector #2
Injector #3
Injector #4
Observation: ____________________________________________________________
_______________________________________________________________
_______________________________________________________________

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IGNITION SYSTEM OVERVIEW
Ignition System: The purpose of the ignition system is to ignite the air/fuel mixture in the
combustion chamber.For complete combustion, the ignition system must supply properly timed,
high-voltage surges across each pair of spark plug electrodesat the proper time under all engine
operating conditions.
Electronic Ignition Systemshaveused sensors, such as a pickup coil and reluctor (trigger
wheel),to trigger or signal an electronic module that switches the primaryground circuit of the
ignition coil. Electronic Ignition Systemsbased on SAE categories:
A. Distributor ignition (DI)is the term

specified by the Society of Automotive
Engineers(SAE) for an ignition system
that uses a distributor.
B. Electronicignition (EI) is the term

specified by the SAE for an ignition
systemthat does not use a distributor.
Types of EI systems include:
1. Waste-spark system. This type

of system uses one ignitioncoil to
fire the spark plugs for twocylinders
at the same time.
Electronic Ignition System - DI
2. Coil-on-plug system. This type
of system uses a singleignition coil for each cylinder with the coil placed above ornear
the spark plug.
Waste-Spark Ignition system Coil-on-plug or Direct Ignition System

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The ignition system in today’s vehicles is an

integralpart of the electronic engine control
system.The engine control module (ECM)
controls all functionsof the ignition system and
constantly correctsthe spark timing. The desired
ignition timing is calculatedby the PCM
according to inputs from a varietyof sensors.
These inputs allow the PCM to knowthe current
operating conditions. The PCM matchesthose
conditions to its programming and
controlsignition timing accordingly.
Electronic Ignition Systems Circuit
All ignition systems consist of two

interconnected electrical circuits: a primary
(low-voltage) circuit anda secondary (high-
voltage) circuit.
Depending on the exact type of

ignition system, componentsin
the primary circuit include the
following:
■ Battery
■ Ignition switch
■ Ballast resistor or resistance
wire (some systems)
■ Starting bypass (some
systems)
■ Ignition coil primary winding
■ Triggering device
■ Switching device or control
module (igniter)
The secondary circuit includes

these components.
■ Ignition coil secondary
winding
■ Distributor cap and rotor
(some systems)
■ High-voltage cables (some
systems)
■ Spark plugs
Coil-on-plug or Direct Ignition System

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Waste-Spark Ignition Systems
Waste-spark ignition is another name

forthe distributor-less ignition
system (DIS) or electronic ignition
(EI).Waste-spark ignition was
introduced in the mid-1980s and uses
theignition control module (ICM)
and/or the powertrain control
module(PCM) to fire the ignition
coils. A 4-cylinder engine uses two
ignitioncoils and a 6-cylinder engine
uses three ignition coils. Each coilis a
true transformer because the primary
winding and secondarywinding are not
electrically connected. A waste-spark
coil has four
terminals:
 Two primary (Bat + and - to
ICM)
 Two secondary (each
connected to a spark plug)
Each end of the secondary winding is connected to the sparkplug of the cylinder exactly
opposite the other in the firing order,called a companion (paired) cylinder.
Waste-Spark System Operation
Both spark plugsfire at the same time (within nanoseconds of each other).
 When one cylinder (for example, cylinder number 6) is on thecompression stroke, the
other cylinder (number 3) is on theexhaust stroke.
 The spark that occurs on the exhaust stroke is called thewaste spark, because it does no
useful work and is only usedas a ground path for the secondary winding of the
ignitioncoil. The voltage required to jump the spark plug gap oncylinder 3 (the exhaust
stroke) is only 2 to 3 kV.
 The cylinder on the compression stroke uses the remainingcoil energy.
 One spark plug of each pair always fires straight polarity (from the center electrode to the
ground electrode of the spark plug) and the other cylinder always fires reverse polarity
(fromthe ground electrode to the center electrode of the spark plug). Spark plug life is not
greatly affected by the reverse polarity. If there is only one defective spark plug wire or
spark plug, two cylinders may be affected.

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Coil-On-Plug Ignition
The coil-on-plug system eliminates the sparkplug wires that are often the source of
electromagnetic interference(EMI) that can cause problems to some computer signals.The
vehicle computer controls the timing of the spark. Ignition timing also can be changed
(retarded or advanced) on a cylinder-bycylinderbasis for maximum performance and to
respond to knocksensor signals.
There are two basic types of coil on-plug ignition.
 Two primary wires. This design uses the vehicle computer to control the firing of the
ignition coil. The two wires include ignition voltage feed and the pulse ground wire,
which is controlled by the PCM. The ignition control module (ICM) is located in
thePCM, which handles all ignition timing and coil on-time control.
 Three primary wires. This design includes an ignition moduleat each coil. The three
wires include:
 Ignition voltage
 Ground
 Pulse from the PCM to the built-in ignition module

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Triggering and Switching Devices
 Triggering and switching devices are used to ensure the spark occurs at the correct time.
 A triggering device is simply (Ne sensor or CKP sensor and G sensor or CMP sensor)a
device that monitors the movement of the engine’s pistons.
 A switching device(transistors) is what controls current flow through the primarywinding.
 When the triggering device sends a signal to the switching device that the piston of
aparticular cylinderis on the compression stroke, the switching device stops current flow
to the primary winding. This interruption of current flow happens when the PCM decides
it is best to fire the spark plug.
 The ignition module advances or retards the ignition timing in response to engine
conditions with the use of a knock sensor.
Types of sensor use to monitor crankshaft and piston.

Magnetic Pulse Generator
Basically, a magnetic pulse generator or inductance sensor consists of two parts:

 Atrigger wheel and apickup coil.
 The trigger wheel may also be called areluctor, pulse ring, armature, or timing core.
 Thepickup coil, which consists of a length of wire woundaround permanent magnet,
may also be called a stator,sensor, or pole piece.
Depending on the type ofignition system used, the timing disc may bemounted on the
distributor shaft, at the rear of thecrankshaft, or behind the crankshaft vibrationdamper.
Inductance sensors, are built with a wire wound around a permanent magnet (pole) similar to
a solenoid or DC motor. They do not require external power (considered passive) and have
two leads, a signal and ground.
A magnetic sensor uses a permanent

magnetsurrounded by a coil of wire. The
notches of the crankshaft (orcamshaft)
create a variable magnetic field strength
around the coil.When a metallic section is
close to the sensor, the magnetic field
isstronger because metal is a better
conductor of magnetic lines offorce than
air.

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Magnetic crankshaft position sensors use the changing strength of the magnetic field
surrounding a coil of wire to signal the ICM and PCM. This signal is used by the electronics
in the ignition module and computer to determine piston position and engine speed (RPM).
This sensor operates similarly to the distributor magnetic pickup coil. The crankshaft
positionsensor uses the strength of the magnetic field surrounding a coil of wire to signal the
ICM. The rotating crankshaft has notches cut into it that trigger the magnetic position sensor,
which change the strength of the magnetic field as the notches pass by the position sensor,
creating an AC analog signal.
Operation of a typical pulse generator

(pickup coil). At the bottom is a line
drawing of a typical scope pattern of the
outputvoltage of a pickup coil. The ICM
receives this voltage from the pickup coil
and opens the ground circuit to the
ignition coil when the voltagestarts down
from its peak (just as the reluctor teeth
start moving away from the pickup coil).
Hall-Effect Sensor
The Hall-effect sensor or switch is the most commonly

used engine position (CKP) sensor. A Hall-effect
sensor produces an accurate voltage signal throughout
the entire speed range of an engine. It also produces a
square wave signal that is more compatible with
computers. In an ignition system, theshutter blades are
mounted on the distributor shaft, flywheel, crankshaft
pulley, or camgear so the sensor can generate a
position signal asthe crankshaft rotates. A Hall-effect
sensor may benormally on or off depending on the
system and itscircuitry. When a normally off sensor is
used, there ismaximum voltage output from the sensor
when themagnetic field is blocked by the shutter. The
oppositeis true for normally on sensors. They have a
voltageoutput when the magnetic field is not blocked.
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The Hall-effect switch requires a smallinput voltage (4.75 to 12v) to generate an output or
signal voltage. Hall-effect has the ability to generate a voltage signal in
semiconductormaterial (gallium arsenate crystal) by passing current through it in one
direction and applying a magnetic field to it at a right angle to its surface. If the input current
is held steady and the magnetic field fluctuates, an output voltage is produced that changes in
proportion to field strength.
A Hall-effect sensor produces an on-off
voltagesignal whether it is used with a
blade or a notched wheel.
A typical Hall-effect sensor has three wires connected to it. One wire is the reference voltage
wire.The PCM supplies a reference voltage of 5 to 12 volts,depending on the system. The
second wire deliversthe output signal from the sensor to the PCM, and thethird wire provides
a ground for the sensor.
The signal from a Hall-effect CKP is also used tomatch fuel injector timing with the engine’s
firingorder on engines equipped with sequential fuel injection.Hall-effect switches are also
used as camshaftposition (CMP) sensors. When the engine is beingstarted, the PCM receives
a signal from the CKP, butthe spark plugs will not fire until the PCM receives areference
pulse from the CMP. After the engine starts,the PCM no longer relies on the CMP for
ignitionsequencing. However, if the CMP is bad, the enginewill not restart. If the CKP goes
bad, the engine willtypically not start or run.

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Photoelectric Sensor
Shutter LED Switch Module
This type of sensor uses light from an LED and a
phototransistor to signal the computer. An
interrupter disc between the LED and the
phototransistor has slits that allow the light from
the LED to trigger the phototransistor on the other
side of the disc. Most optical sensors (usually
located inside the distributor) use two rows of slits
to provide individual cylinder recognition (low-
resolution) and precise distributor angle recognition
(high-resolution) signals that are used for cylinder
misfire detection.
Ignition Spark Generation
 Ne Signal and G Signal
Though there are different types of ignition systems, the use of the NE and G signals
isconsistent. The Ne signal (number of engine revolution) indicates crankshaft position and
engine RPM.The G signal (also called Variable Valve Train or VVTsignal, sometimes called
Group #1) provides cylinder identification. By comparing the G signalto the NE signal, the
ECM is able to identify the cylinder on compression. This is necessary tocalculate crankshaft
angle (initial ignition timing angle), identify which coil to trigger on DirectIgnition System
(independent ignition), and which injector to energize on sequential fuelinjection systems.
As ignition systems and engines evolved, there have been modifications to the Ne and
Gsignal. Timing rotors have different numbers of teeth. For some G signal sensors, a notch
isused instead of a tooth to generate a signal. Regardless, you can determine what style is
usedby visually examining the timing rotor or consulting the Repair Manual. Many of the
differentstyles are represented with their respective ignition system.
 Speed Sensors and Crankshaft Angle Sensor

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On EFI equipped engines, the Ne and G1 signals inform the ECU of engine rpm and
crankshaft angle. This information, along with information from the air flow or manifold
pressure sensor, allows the ECU to calculate the engine's basic operating load. Based on
measure load, basic injection and spark advance angle can be accurately calculated.
 Ne Signal (Number of Engine Revolutions)
The Ne signal generator consists of a pickup coil and toothed timing rotor. The number of
teeth on the signal timing rotor is determined by the system used. The Ne sensor produces an
alternating current waveform signal and is of critical importance to the ECU. If this signal
fails to reach the ECU, the engine will not run.
 G or G1 Signal (Group #1)
The G signal generator is very similar to the Ne signal generator. The G1 signal
represents the standard crankshaft angle and is used by the ECU to determine ignition and
injection timing in relation to TDC. Depending on engine, there are different variations of Ne
and G1 signal generators. The following illustrations show the relationship between the Ne
and G1 signals and the different variations of signal generators.

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How it works - lGf Signal Confirmation
The IGf signal is generated by the igniter on EFI systems. The ECU supplies a 5 volt
reference through a pull-up resistor to the lGf signal generation circuit in the igniter. When a
spark plug fires, the IGf signal generation circuit pulls the five volts to ground, causing a
pulse to be sensed at the ECU. One pulse is generated by the igniter for each ignition event
which is carried out. The IGf signal confirms that ignition has actually occurred. In the event
of a failure to trigger an ignition event, the ECU will shut down injector pulses to protect the
catalyst from flooding with raw fuel. Typically this failsafe shutdown occurs within eight to
eleven IGt signals after the IGf signal is lost. This condition can occur with any primary
ignition system fault, an igniter failure, a problem with the IGf circuit wiring, or with a faulty
ECU.

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ENGINE SENSORS
 Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature (ECT) sensor is a

thermistor. By measuring ECT, the ECU knows the
average temperature of the engine. Temperature is used
to regulate many engine functions, such as:the fuel
injection system, ignition timing, variable valve timing,
transmission shifting, Exhaust Gas Recirculation
(EGR), and canister purge open- and closed-loop
operational modes of the system, Idle Air Control
(IAC). The ECT sensor is normally located in an engine
coolant passage just before the thermostat.
On cars built prior to OBD-II, a coolant switch may be used. This type of sensor may
be designed to remain closed within a certain temperature range or to open only when the
engine is warm. Engine coolant temperature sensors are constructed of a semiconductor
material that decreases in resistance as the temperature of the sensor increases.Coolant
sensors have very high resistance when the coolant is cold and low resistance when the
coolant is hot. This is referred to as having a negative temperature coefficient (NTC)
 Engine Coolant Temperature (ECT) Sensor Symptoms/Problems
A faulty ECT sensor or sensor circuit can cause a variety of problems. The most
common is the failure to switch to a close loop mode once the engine warms-up. ECT
sensor problems are often caused by wiring faults or loose or corroded connections rather
than the sensor itself. A defective ECT sensor or circuit may cause the following
problems:
1. Hard Engine Starting.
2. Rich or lean air-fuel ratio.
3. Improper operation of emission devices.
4. Reduce fuel economy.
5. Hesitation on acceleration.
6. Engine Stalling.
7. Improper converter clutch lockup (Automatic Transmission).
8.Transmission will not shift into high gear or will shift late (Automatic
Transmission).

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 Other Temperature Sensors

 Their application depends on the engine and the control system.
 Some turbo- or supercharged engines have two IAT sensors:
 one before the charger and one after.
 This is done to monitor the change in temperature as the air is forced into the
cylinders.
 Some engines have a cylinder head temperature (CHT) sensor installed in the cylinder
head to measure its temperature.
 The primary function of this is to detect engine overheating.
 When high metal temperatures are reported to the ECU, it will enter into its
fail-safe cooling strategy mode.
 Other common temperature sensors include:
 an engine oil temperature (EOT) sensor,
 fuel rail pressure temperature (FRPT) sensor,
 and EGR temperature sensor.
 Also, many vehicles built prior to OBD-II use a temperature sensor to directly control
the electric radiator fans.
Active Sensors (Self Generating)
 Knock Sensor (KN / KS)
 The KS is located in the

engine block.
 This is a piezoelectric
device that produces an
output voltage under
pressure or a vibration.
 The sensor in the KS
system served as
“microphones”, this is to
listen for abnormal engine
noise that may indicate
pre-ignition/detonation and
converts engine knock
vibrations into a voltage
signal.
 Engine knock typically is within a specific frequency range and a KS is set to detect
vibrations within that range.
 In one type of sensor the highest voltage output occurs around vibration with a
frequency of 7 kHz. This variable frequency sensor is fed into ECU
 The knock sensor (KS) tells the PCM that detonation is occurring in the cylinders. In
turn, the computer retards the timing.
 The Knock Sensor (KS) System enables the PCM to control the ignition timing for the
best possible performance while protecting the engine from potentially damaging
levels of detonation.

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 Types of Knock Sensor
 Broadband KS
All broadband sensors use a single wire circuit.
Some types of controllers will output abias voltage
on the KS signal wire. The bias voltage creates a
voltage drop the PCMmonitors and uses to
diagnose KS circuit faults. The KS noise signal
rides along thisbias voltage, and due to the
constantly fluctuating frequency and amplitude of
thesignal, will always be outside the bias voltage
parameters.
 Flat Response KS
The Flat Response KS uses a two
wire circuit. The KS signal rides within
the baselineparameters, which is
learned, and monitored by the PCM.
The base line is establishedby
monitoring the normal noise input from
the KS. As engine speed and load
change,the baseline upper and lower
parameters will change to
accommodate the KS signalkeeping the
signal within the baseline parameter. If
there is a spark knock condition,
thesignal will range outside the baseline parameter. The PCM will reduce spark
advanceuntil the knock is reduced within the baseline parameters. These sensors are
monitoredin much the same way as the broadband sensors, except that the abnormal
signal willoccur outside of the baseline parameter or will not be present at all.
 Oxygen sensor
 The fuel metering system of spark

ignition engine employs the
zirconia oxygen
exhaust-gas residual-oxygen sensor
content as measured by the
lambda oxygen sensor to regulate
very precisely the air/fuel mixture
for combustion to the value
lambda = 1 (stoichiometric
combustion).
 The oxygen sensor is a solid
electrolyte made of ZrO ceramic
material that becomes electrically
conductive for oxygen ions at
temperature higher than 300°C.

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 A galvanic charge is generated at the sensor terminals, which are design as porous
platinum thick-film electrodes and coated with a ceramic spinel layer: the voltage
varies to the greatest extend at the lambda value of 1.
 Most automotive computer systems use a sensor in the exhaust system to measure the
oxygen content of the exhaust.
 These sensors are called oxygen sensors (O2S).
 The oxygen sensor is installed in the exhaust manifold or located downstream from
the manifold in the exhaust pipe.
 Oxygen Sensor measures the oxygen content in engine exhaust.
 Mounted on the exhaust system before the catalytic converter.
 Voltage out-put of O2 sensor changes with the change in oxygen content of exhaust.
(Miniature voltage generator)
 Lean mixture decreases the
voltage.
 Rich mixture increases the
voltage.
 Signal is sent to ECM and the
ECM changes the time that an
injector is open or close.
 To generate an accurate signal,
the sensor must operate at 750ºF
(400ºC) or higher.
 Current HO2S have a built-in
heating element.
 The PCM controls the heater ground.
 The signals from the exhaust gas oxygen sensor (O2S), or lambda sensor, are used by
the PCM to monitor the air/fuel mixture.
 The signal from an oxygen sensor is based on the amount of oxygen in the exhaust
gas.
 When the sensor’s signal indicates a lean mixture (more oxygen), the computer
enriches the air/fuel mixture to the engine.
 When the sensor reading is rich (less oxygen), the computer leans the air/fuel mixture.
Oxygen content sensor (Lambda sensor)

Sensor
Ceramic Support Tube
Protective Housing Connecting Cable
Tube Protective Sleeve
Active Sensor Heater

Ceramic Element
Contact O-ring
Connection
Element

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There are several different designs of oxygen sensors, including:

 One-wire oxygen sensor.
 Two-wire oxygen sensor.
 Three-wire oxygen sensor.
 Four-wire oxygen sensor.
ZIRCONIA OXYGEN SENSORS

 The most common type of oxygen sensor is made from zirconia (zirconium dioxide).
 It is usually constructed using powder that is pressed into a thimble shape and coated
with porous platinum material that acts as electrodes.
 All zirconia sensors use 18-mm diameter threads with a washer.

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TITANIA OXYGEN SENSORS

 The titania (titanium dioxide) oxygen sensor does not produce a voltage but rather the
presence of oxygen in the exhaust.
 Alters a 5 volt reference signal.
 Low oxygen content equals low voltage, below 2.5 volts.
 High oxygen content equals voltage above 2.5 volts.
 All titania oxygen sensors are a
four-terminal variable resistance
unit with a heating element.
 A titania sensor samples exhaust
air only and uses a reference
voltage from the PCM.
 Titania oxide oxygen sensors use
a 14-mm thread and are not
interchangeable with zirconia
oxygen sensors.
WIDE-BAND OXYGEN SENSORS

 A wide-band oxygen sensor, also called a lean air-fuel (LAF) ratio sensor or a
linear air-fuel ratio sensor, allows engines to operate as lean as 23:1 and still maintain
closed-loop operation.
 This type of sensor usually uses five wires.
 One power wire
 One ground wire for the electric heater
 Three sensor wires

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WIDE-BAND OXYGEN SENSORS
 The output of a typical air-fuel

mixture sensor showing that the
voltage increases as the exhaust
becomes leaner, which is opposite
from normal oxygen sensors.
How does the O2 sensor operate?

 By comparing the exhaust O2 level and outside air O2 level.
 O2 voltage cycles from about 0.2 – 0.8 Volts.

 0.2 volts = lean A/FR
 0.8 volts = Rich A/FR

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OXYGEN SENSOR INSPECTION

 Whenever an oxygen sensor is replaced, the old sensor should be carefully inspected
to help determine the cause of the failure.
 This is an important step because if the cause of the failure is not discovered, it could
lead to another sensor failure.
 Inspection may reveal the following:
 Black sooty deposits – Lead Poisoning
 White chalky deposits – Ethylene Glycol (antifreeze) Contamination
 White sandy or gritty deposits – Rich Fuel Mixture
 Dark brown deposits – Silicon Poisoning
OXYGEN SENSOR-RELATED DIAGNOSTIC TROUBLE CODES
Diagnostic trouble codes (DTCs) associated with the oxygen sensor includes:
Diagnostic Trouble Description Possible Cause

Code
P0131 Upstream HO2S groundedExhaust leak upstream of HO2S (bank 1)
Extremely Lean air-fuel mixture
HO2S defective or contaminated
HO2S signal wire shorted or grounded
P0132 Upstream HO2S shorted Upstream HO2S (bank 1) shorted
HO2S defective
Fuel contaminated HO2S
P0133 Upstream HO2S slow Open or short in heater circuit
response Defective or Fuel contaminated HO2S
EGR or fuel system fault

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Name: ______________________________ Date: _______________
Instructions:
1. Use an engine oscilloscope to monitor the crankshaft sensor ( Ne
signal) and camshaft sensor (G signal).
2. Draw the signal generated by each sensor on the graph below to
differentiate it wave signal.
Ne Signal – Magnetic Pulse
inductance Ne Signal – Hall-effect
G Signal – Magnetic Pulse

inductance G Signal – Hall-effect
V/Div: 6v V/Div: 5v (Ne) / 2v (G)

T/Div: 500ms V/Div: 10ms(Ne) / 20ms (G)
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Knock Sensor:
1. Use an oscilloscope to check the knock
sensor signal with 50 mv and 10 ms
settings at idling speed.
2. Draw the signal on the graph below.
3. Connect a timing light to observe the ignition timing as the rpm

increase and decrease.
4. Disconnect the knock sensor, increase and decrease rpm them observe
what happen to in the ignition timing.
Observation:_____________________________________________________
_______________________________________________________________
_______________________________________________________________
Oxygen Sensor:
1. Use an oscilloscope to check the knock
sensor signal with 2000 mv and 100 ms
settings at idling speed.
2. Draw the signal on the graph below.
3. Accelerate to 3500 rpm, then release the
pedal.
4. Observe what happen to the mixture
after the rpm return to idling speed.
Observation:______________________________________________________
________________________________________________________________

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Common Rail Diesel Fuel Systems
Advantages of common rail:

•Fuel pressure available on demand.
•Higher injection pressures and finer atomization of fuel.
•Injection pressure created independent of engine speed.
•Multiple injections per cylinder combustion are possible.
Benefits of common rail:

•Reduction of overall exhaust emissions.
•Reduction of particulate emissions.
•Reduction of noise emissions.
•Improved fuel efficiency.
•Higher performance.
Examples of typical common rail system maximum fuel pressures:

•Bosch:
Generation 1: up to 1350 Bar (19845 psi). Unijet
Generation 2: up to 1600 Bar (23520 psi) EDC 16
Generation 3: up to 2000 Bar + (29400 psi)
•Denso:
1stgeneration: up to 1450 Bar (21315 psi) ECD-U2P
2ndgeneration: 1800 Bar + (26460 psi) HP3/HP4
•Delphi – Multec: up to 2000 Bar

Direct acting diesel common rail system: up to 2000 Bar
Various systems differ in design, components layout and specificfunctions. However, all
operate in a similar way.

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Bosch EDC16 Denso ECD-U2P

The fuel system can be divided into three basic circuits:
 •Low pressure supply circuit
 •High pressure delivery circuit
 •Fuel leak back and return
Components overview
Low Pressure High Pressure DeliveryFuel

Supply
Fuel leak back and return

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High pressure fuel pump

The High pressure pump is the interface between the low pressureand the high pressure side
of the fuel system.
Bosch CP3 Bosch CP1 Denso HP4 Denso HP3
Fuel Return
Fuel Supply Inlet Fuel Metering Control
Valve (Solenoid)
High Pressure Fuel Outlet
Gear Type
Pump Shaft with Transfer Pump
Eccentric Cam
Pressure Valve
Polygon Ring
Several Suction Suction Valve

Chamber
Model: Bosch CP3 – Section View

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Basic function:To ensure that enough fuel is delivered at sufficient pressure across the
engine’s entire operating range. This includes delivery of sufficient fuel for a rapid engine
start and pressure increase in the rail.
Pressure Valve
Suction Valve
Pumping
Chamber
Fuel Metering Valve

Transfer Pump
1: Low pressure (yellow)

2: High pressure (red)

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Fuel Inlet Port
Transfer pump supplies fuel from the fuel tank to the

pumping chambers of the high pressure pump. An
electric pre supply pump in fuel tank may be used
instead of a transfer pump. Some systems may use a
combination of
electric pump and
transfer pump . Fuel Outlet Port
Gear Type (Bosch CP3)
Trochoidal or Rotor Type (Denso HP3)
Polygon Ring
Pump Shaft Eccentric Ring
Pumping
High pressure pump used 3 pumping pistons
Piston
operated by a polygon ring on an eccentric cam on
the pump shaft.
As the pump rotates, the polygon ring moves in a

circular motion to operate the pump pistons.
Fuel Outlet
Fuel metering valve regulates the fuel intake volume
to the pumping chambers of the high pressure pump.
 Located at back of high pressure pump.

 Controls the fuel intake volume to the pump.
 Receives battery voltage supply from engine
ECM.
 Energized by ECM via negatively triggered PWM.
 Operating frequency: approximately 180Hz. Fuel Inlet
The fuel volume intake is controlled as follows:

 When solenoid de energized, valve is open= LOWfuel volume intake to pump.
 When solenoid energized, valve is closed= HIGHfuel volume intake to pump.

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Fuel volume intake control

Pump Piston Pressure Valve
To Common Rail
High Pressure
Pump Suction Valve
Return
Feed from tank

Control Piston Safety
Valve
Transfer Pump
Throttle Bore (Gear Pump)
Fuel Metering
Control Valve
 Valvede-energizedOPEN, Valve energized CLOSED.
 More Fuel returns to the tank, LESS fuel returns to tank.
 LOW fuel volume to pump, HIGH fuel volume to pump.
Advantages of fuel intake volume regulation:

 Only the required volume of fuel is supplied to the common railfrom the high pressure
pump.
 Reduced fuel flow around system results in lower fuel return flow temperature.
 Reduced parasitic load on engine from high pressure pump contributestowards further
reductions in exhaust emissions.

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High Volume
Low Volume
Fuel metering control valve failure symptoms and diagnosis
Solenoid circuit monitored by engine ECM.

 If an open or short circuit is detected:
 Engine stops or will not start.
 DTC stored and MIL illuminated.
 Mechanical failure of the metering control valve does not

necessarily prevent the engine from starting.
 Mechanical faults can cause DTC’s relating to positive or
negative rail pressure deviations.
High pressure regulator valve System variant.

 Fitted to back of HP pump.
 Controls high pressure fuel delivery to common rail.
 Excess fuel returns totank.
High pressure delivery to common rail

High pressure regulator valve
Fuel Return to tank
Low pressure fuel inlet from tank

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High pressure accumulator (common rail)

 Fuel is supplied to the common rail at high pressure from the high pressure pump.
 The rail stores the fuel and distributes it to the individual injectors.
 It also damps pressure vibrations caused by the high pressure pump and injection
processes.
 Typical volume of fuel held in common rail: 16 –20cm³.
 Typical fuel rail pressure with engine idlingand at running temperature:
 approximately between 300 –400 Bar (4410 –5880 psi)
 Typical maximum possible fuel rail pressure:

 approximately between 1600 –2000 Bar (23520 –28400 psi)
Health and Safety

 Due to the extremely high working fuel pressures in the common rail fuel
system, NEVER slacken fuel or injector pipes or try to disconnect
components of the fuel system whilst the engine is running and high
pressure is present in the system
Fuel Rail Pressure Sensor

 A fuel rail pressure sensor is located on the fuel rail.
 Monitors the fuel pressure in the common rail.
Date: July 2018
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 Typically, a piezo resistive type sensor has three wires:
 5 Volt supply from engine ECM.

 Sensor ground via engine ECM.
 Linear signal voltage output to ECM.
 Signal utilization – To enable the engine

ECM to determine the fuel rail pressure.
 Used by the ECM as part of the calculation
for the % duty cycle applied to the rail
pressure control solenoid and fuel metering
solenoid.
 The engine ECM applies a stabilized 5
Volts supply to the signal wire of the fuel pressure sensor.
 The resistive value of the sensor creates a change in the voltage on the signal wire relative
to the fuel rail pressure.
 Typical signal voltages from rail pressure sensor: (Model – Bosch EDC16)
 Engine stationary: approximately 0.5 volts.
 Engine idling: approximately 1.32 volts.
 Snap acceleration: approximately 3.77 volts +
Rail Pressure Limiter Valve

 A mechanical pressure limiter valve is fitted to some systems. It is located at the end of
the fuel rail.
 Its function is to relieve rail pressure if abnormally high system pressure is generated.
 If excessive fuel pressure is generated, the valve opens a fuel return port.
 Excess fuel is relieved back to the fuel tank.

Date: July 2018
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Fuel Return to tank
Rail Pressure Limiter Valve (Mechanical)
 Example operating pressure of rail pressure limiter valve (Denso HP3 system):
 valve opens at 230 MPa(2300 Bar)
 valve closes at 50 MPa(500 Bar)
Fuel Return
to tank
Fuel Rail Pressure Control Valve Solenoid

 A rail pressure control valve solenoid is fitted to the common rail on some systems.
 The valve controls fuel pressure by opening and closing a returnport in the rail.
 Excess fuel returns to the fuel tank via the fuel return.
 Receives battery voltage supply from engine ECM.
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 Energized by engine ECM via a negatively triggered PWM.

 Operating frequency: approximately 1000Hz
Fuel Return to tank
Fuel Rail Pressure Control Valve solenoid
 Used in conjunction with fuel metering solenoid, the rail pressure solenoid provides more
accurate and faster control of pressure, particularly when reducing rail pressure during
overrun.
 Rail pressure control valve de energized.
 More fuel is returned to fuel tank via return port.
 Rail pressureDecreases.
ECM
Fuel Rail Pressure
Fuel Return Port

Date: July 2018
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 Rail pressure control valve energized

 Less fuel is returned to fuel tank via return port.
 Rail pressure Increases.
ECM
Fuel Rail Pressure
Fuel Return Port
Rail pressure control valve failure symptoms and

diagnosis
 Most likely consequence:
 Engine stops or will not start.
 Solenoid circuit monitored by engine ECM.
 Open or short circuit detected:
 DTC stored and MIL illuminated.
(Engine stops or will not start).
 Mechanical failure:
 A minimum amount of fuel rail pressure is required to
enable the engine to start.
 Typical value: approximately between 200 -300 Bar. Remember:
 Valve stuck open = Low rail pressure.
 Engine stops or will not start.
 Valve stuck closed = High rail pressure. The engine stops or will
 Engine stops or will not start. not start if the fuel rail
Testing rail pressure control valve pressure control valve
fails!
 Multi-meter:
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 Test internal resistance of valve solenoid winding.

 Typical value: approximately 3.6 Ohms.
 Diagnostic scan tool:
 DTC’s and monitoring of rail pressure values.
 Oscilloscope:
 Test supply voltage and earth switching signal from engine ECM.
 Test stability of waveform.
Fuel injectors
 The fuel injectors are controlled by either a solenoid or piezo actuator.
 They are energized sequentially by the engine ECM.
 The ECM simultaneously switches a live voltage supply and an earth for each injector.
 Multiple injection processes per cylinder combustion are possible
Fuel Leak Back (Return)

Solenoid Actuator
Injector Valve
Valve Piston
Nozzle Spring
Electrical Connection
High Pressure Fuel Inlet

(From Common Rail)
Thrust Piece
Valve Needle

Date: July 2018
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Operation of fuel injectors
 Fuel pressure is supplied to the injector needle seat area.
 When the solenoid is energized, the injector valve opens.

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 This creates a pressure difference above and below the injector piston.
 Fuel is now injected into the cylinder.

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Engine management closed loop control functions:

Date: July 2018
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Revision: Second

Engine Management - 7

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Federal TVET Teacher’s Institute

Division of Mechanical Technology

Information Sheet Introduction to Engine Management System

Gasoline Engine Operating Principles

Four-Stroke Gasoline Engine

In a passenger car or truck, the engine

The combustion chamber is the space

This reciprocating motion must be converted

Federal TVET Teacher’s Institute – Division of

A stroke is the full travel of thepiston either up or down in a cylinder’s bore.

Intake StrokeThe first stroke of the cycle is

Compression StrokeThe compression

Federal TVET Teacher’s Institute – Division of

Power StrokeThe power stroke begins as

Exhaust StrokeThe exhaust valve opens

Federal TVET Teacher’s Institute – Division of

Information Sheet Introduction to Engine Management System

Differences between diesel and gasoline

In addition to the differences in the type of

To facilitate the stability of the

The diesel engine has an

Federal TVET Teacher’s Institute – Division of

Federal TVET Teacher’s Institute – Division of

Intake stroke. The exhaust valve closes and the

Compression stroke. As the piston completes its

 Compression rate of diesel engine: 15 to 23%

 Combustionchamber temperature: 500 to 800ºC

Power/Combustion stroke. When the piston is about

Exhaust stroke. The exhaust valve opens as the piston

Federal TVET Teacher’s Institute – Division of

Diesel combustion chambers are different from gasoline combustion chambers

Open Combustion Chamber Turbulence Combustion

Federal TVET Teacher’s Institute – Division of

1. Fuel Tank Stores fuel.

Federal TVET Teacher’s Institute – Division of

1. Priming PumpThis is a manual pump that is

There are two types of injection pumps used on diesel

Federal TVET Teacher’s Institute – Division of

 The injection pump pressurizes

Types of Mechanical injection pumps

There are two types of injection pumps:

A. Distribution type injection pump

B. Inline type injection pump

Federal TVET Teacher’s Institute – Division of

Federal TVET Teacher’s Institute – Division of

Information Sheet Introduction to Engine Management System

The Engine Management System Overview

The engine management system

During its evolution electronic

Federal TVET Teacher’s Institute – Division of

 Evaporative Emissions (Gasoline engine only)

Federal TVET Teacher’s Institute – Division of

Finding Information in Service Manuals

1. Select the appropriate manual for the vehiclebeing serviced.

Federal TVET Teacher’s Institute – Division of

Information Sheet Electronic Fuel Injection Engine

Comparison between Electronic Fuel Injection (EFI) and Carburetor

PRODUCTION OF AIR·FUEL MIXTURE -

At idle rpm, intake air volume is measured in

Within normal operating range, intake air

Federal TVET Teacher’s Institute – Division of

PRODUCTION OF AIR·FUEL MIXTURE - EFI