Chapter 1

THE FUEL SYSTEM FOR GASOLINE ENGINES

A fuel system provides a combustible air-fuel mixture to power the engine. Todays gasoline cars commonly use carburetors and injection systems to control amount of fuel that mixes with air.

THE MAIN COMPONENTS

Pictured in Fig. - ! the main components of the fuel system for gasoline engines are" F#$% TA&'. F#$% P#(P. F#$% F)%T$*. F#$% %)&$+. A)* F)%T$*. F#$%-($T$*)&, -$.)/$.

Fig. 1-1. Basic parts of the fuel system for gasoline engines.

FUEL TANK
An automotive fuel tan0 must be safely held. )t is normally mounted in the rear of the car! under the trun0 or rear seat. +ee Fig. -1. The function of fuel tan0 is to store the gasoline and supply fuel during engine operation. Fuel tan0s are usually made of thin sheet of metal or plastic. An average fuel tan0 capacity is around 1 to 12 gallons 342 to 52 liters6. Fuel tan0 caps are sealed to prevent the escape of fuel and fuel vapors from the tan0s. This cap has pressure and vacuum valves that only open under abnormal conditions of high pressure or high vacuum. +ee Fig. -7.

Fig. 1-2. Basic parts of fuel tank.

Fig. 1-3. Fuel tank cap.

The gasoline tan0 contains a float! which is attached to resistance device. +ee Fig. -4. The travel of the float up and down causes the resistance to vary. %ow fuel level causes float to move down8 as a result! tan0 unit has high resistance. %ow current flow does not heat bi-metal strip and therefore! gauge shows low. 9hen the tan0 is full! this ma0es the float to move up. :n the other hand! the resistor moves in low resistance position. ;igh current flows through gauge and tan0 unit heats bi-metal strip. +trip bends and moves needle to full.

Fig. 1-4. Fuel gauge operation.

FUEL PUMP
A fuel pump draws fuel from the tan0 and forces it to the fuels metering device. There are two basic types of fuel pumps! mechanical and electrical pumps.

Mechanical fuel pump

An eccentric lobe of the engine camshaft usually powers a mechanical fuel pump. (echanical fuel pump is commonly used with carburetor type fuel system. The mechanical fuel pump consists of a roc0er arm! return spring! diaphragm!

Fig. 1- . Basic parts and operations of mechanical fuel pump. diaphragm spring! and chec0 valves. +ee Fig. -2. 9hen the eccentric lobe is pushed on the roc0er arm! this pulls the diaphragm down and compresses the diaphragm spring. +ince the area in the pumping chamber increases! a vacuum pulls fuel through the inlet chec0 valve. This fills the pump with fuel. 9hen the eccentric lobe rotates away from the pump roc0er arm! this releases the diaphragm. The diaphragm spring then pushes on the diaphragm and pressuri<es the fuel in the pumping chamber. The fuel flows out the outlet chec0 valve to the carburetor.
4

Electric fuel pump

An electric fuel pump! li0e a mechanical fuel pump! produces fuel pressure and flow for the fuel-metering device of a fuel system. $lectric fuel pumps are commonly used in gasoline fuel injection systems. An electric fuel pump can be located inside the fuel tan0 or between the tan0 and the engine. There are three common types of electric fuel pumps! an impeller! a roller vane! and sliding vane. +ee Fig. -=.

Fig. 1-!. Electric fuel pumps types and operations. Impeller electric fuel pump This is a centrifugal type pump. &ormally! it is located inside the fuel tan0. This pump uses a small -./. motor to spin the impeller. The impeller blades cause the fuel to fly outward due to centrifugal force. This produces enough pressure to move the fuel through the fuel lines. Roller ane electric fuel pump This is a positive displacement pump 3each pump rotation moves a specific . amount of fuel6. 9hen the rotor disc and rollers spin! they pull fuel in one side. Then the fuel is trapped and pushed to a smaller area on the opposite side of the pump housing. This s>uee<es the fuel between the rollers and the fuel flows out under pressure.

Sli!in" ane electric fuel pump A sliding vane electric fuel pump is similar to a roller vane pump. .anes 3blades6 are used instead of rollers.

FUEL FILTER
:ne or more filters are fitted in the fuel system to stop contaminants 3rust! water! corrosion! dirt6 from entering the carburetor or injection systems. +ome fuel filters use pleated paper elements to trap dirt in the fuel. :thers use a sintered bron<e element. ?oth types are capable of stopping very small particles. +ee Fig. -@.

Fig. 1-". Fuel filter.

FUEL LINES
Fuel lines and fuel hoses carry fuel from the tan0 to the engine. Fuel lines are normally made of strong steel tubing! and fuel hoses are made of rubber.

AIR FILTER
6

The function of an air filter is to remove dirt and dust from the air entering the engine inta0e manifold. (ost air filters are made of paper element. +ee Fig. -A.

Fig. 1-#. Air filter.

FUEL # METERIN$ %E&ICE

A fuel-metering device which controls the amount of fuel that mixes with air. The fuel-metering device for gasoline engines is divided into two systems" /A*?#*$T:* +B+T$(. F#$% )&C$/T):& +B+T$(.

CAR'URETOR S(STEM

A carburetor is basically a device for mixing air and fuel in the correct proportions for efficient combustion. The carburetor bolts to the engine inta0e manifold. The air cleaner fits over the top of the carburetor to trap dust and dirt. +ee Fig. -5. Functions of the carburetor are" To mix air with gasoline in suitable proportions to obtain the desired To atomi<e the li>uid fuel. performance of the engine.

Fig. 1-$. !ar"uretor "olts to engine intake manifold.

'ASIC CAR'URETOR S(STEMS

/arburetor systems are a networ0 of passages and related parts that help control the air-fuel ratio under a specific engine operating condition. Also called a carburetor circuits! each system applies a predetermined air-fuel mixture as the temperature! speed! and load of the engine change. An automotive carburetor! using its various systems! must be capable of providing air-fuel ratios of approximately"
#

A" =" 2" 7" A"

for cold engine starting. for idling. for part throttle. for full acceleration. for normal cruising at highway speeds.

The seven basic carburetor systems are" F%:AT +B+T$( 3maintains supply of fuel in carburetor bowl6. )-%$ +B+T$( 3provides a small amount of fuel for low speed engine :FF-)-%$ +B+T$( 3provides correct air-fuel mixture slightly above idle A//$%$*AT):& +B+T$( 3s>uirts fuel into air horn when throttle valve ;),;-+P$$- +B+T$( 3supplies lean air-fuel mixture at cruising speeds6. F#%%-P:9$* +B+T$( 3enriches fuel mixture slightly when engine /;:'$ +B+T$( 3provides extremely rich air-fuel mixture for cold engine

operation6. speeds6. opens and engines speed increases6.

power demands are high6. starting6.

FLOAT S(STEM
Function) To maintain the correct level of fuel in carburetor bowl! and to supply fuel for all circuits. Part*) Fuel bowl! float! needle valve! needle seat! and bowl vent. +ee Fig. - D. Operation) 9hen the engine speed or load increases! fuel is rapidly pulled out of the fuel bowl and into the venturi. This ma0es the fuel level and float drop in the bowl. The needle valve also drops away from its seat. The fuel pump can then force more fuel into the bowl. As the fuel level in the bowl rises! the float pushes the needle valve bac0 into the seat. 9hen the fuel level is high enough! the float

closes the opening between the needle valve and seat. 9ith the engine running! the needle valve usually lets some fuel lea0 into the bowl.

Fig. 1-1%. Basic parts and operations of the float system.

I%LE S(STEM
Function) To provide a small amount of fuel for low speed engine operation. 3At speeds below approximately ADD r.p.m. or 1D (.P.;. 371 0mEhr66. Part*) (ain discharge tube! a low speed jet! idle air bleed! idle passage! idle port! bypass! economi<er! and an idle mixture screw. +ee Fig. . Operation) For the idle system to function! throttle plates must be closed. Then high inta0e manifold vacuum below throttle plates pulls fuel out idle port. (ixture screw allows adjustment of mixture at idle. Air bleed helps premix air with fuel! and to atomi<e the li>uid fuel.

1%

Fig. 1-11. Basic parts and operations of idle system.

OFF#I%LE S(STEM
Function) To feed more fuel when the throttle plates are partially open. 3Above approximately ADD r.p.m. or 1D (.P.;. 371 0mEhr66. Part*) (ain discharge tube! a low speed jet! idle air bleed! idle passage! idle port! bypass! economi<er! off-idle port! and an idle mixture screw. +ee Fig. - 1.

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Fig. 1-12. Basic parts and operations of the off&idle system. Operation) The off-idle system begins to function when the driver presses lightly on the gas pedal. As the throttle plates open! they expose the off-idle ports to inta0e manifold vacuum. .acuum then begins to pull fuel out of the idle screw port and off-idle ports. This provides enough extra fuel to mix with the additional air flowing around the throttle plates.

ACCELERATION S(STEM
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Function) To provide extra fuel when changing from the idle circuits to the highspeed circuits. The acceleration system s>uirts a stream of extra fuel into air horn whenever the gas pedal is pressed. Part*) Pump lin0age! acceleration pump! pump chec0 ball! pump reservoir! pump chec0 weight! and pump no<<le. +ee Fig. - 7. Operation) 9hen the driver presses the gas pedal! the throttle plates open. This causes the acceleration pump piston or diaphragm to compress the fuel in the pump reservoir. Acceleration pump pressure closes the pump chec0 ball and fuel flow toward the pump chec0 weight. Pressure lifts the pump chec0 weight off its seat and fuel s>uirts into the carburetor air horns. As the gas pedal is released! the pump piston or diaphragm retracts. This closes the pump chec0 weight and opens the pump chec0 ball. Fuel flows out of the bowl to refill the acceleration pump reservoir.

Fig. 1-13. Basic parts and operations of the acceleration system.

HI$H#SPEE% S(STEM
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Function) To supply the engine air-fuel mixture at normal cruising speeds. This circuit begins to function when the throttle plates are open wide enough for venturi. )t functions from about 1D to 22 (.P.;. 371 to A5 0mEhr6 or 1DDD to 7DDD r.p.m. Part*) (ain jet! main discharge passage! air bleed! and venturi. +ee Fig. - 4. Operation) 9hen engine speed is high enough! airflow through the carburetor forms a high vacuum in the venturi. The vacuum pulls fuel through the main jet. Fuel flows through the main jet! which meters the amount of gasoline entering the circuit. Then! the fuel flows into the main discharge passage! and finally pulled out the main no<<le into the engine after mixing with the air.

Fig. 1-14. Basic parts and operations of the high speed system.

FULL# PO+ER S(STEM

Function) To provide a means of enriching the fuel mixture for high speed! high power conditions. Part*) (ain jet! metering rod lin0age! metering rod! main discharge passage! air bleed! and venturi. +ee Fig. - 2.

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Fig. 1-1 . Basic parts and operations of the full po'er system. Operation) 9hen gas pedal is pushed down for full power! throttle lin0age acts on metering rod lin0age. (etering rod is lifted out of main jet to add more fuel to the mixture. 9hen gas pedal is released! the metering rod will move down inside the main jet! flow is restricted and leaner fuel mixture results. $ither mechanical lin0age or engine vacuum can be used to operate a metering rod.

CHOKE S(STEM
Function) To supply an extremely rich air-fuel ratio to aid cold engine starting. For fuel mixture to burn properly! the fuel entering the inta0e manifold must atomi<e and vapori<e. 9hen the engine is cold! the fuel entering the inta0e manifold tends to condense into li>uid .As a result! not enough fuel vapors enter the combustion chambers and the engine could miss or stall when cold. A cho0e is used to prevent this lean condition.

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Part*) /ho0e plateFs valve! thermostatic spring! and other parts depending upon cho0e design. +ee Fig. - =.

Fig. 1-1!. Basic parts and operations of the choke system. Operation) 9hen engine is cold! thermostatic spring closes cho0e plates. ;igh vacuum below cho0e pulls large a mount of fuel out main discharge. 9hen engine warms! hot air causes thermostatic spring to open cho0e plates.

T(PES OF THE CAR'URETORS

Automotive carburetors are available in single barrel! two-barrel 3two air horns in single body6! and four-barrel 3four air horns in one body6 designs. All are illustrated in Fig. - @. (ultiple barrel carburetors are used to provide increased Gengine breathingH 3air inta0e6. The amount of fuel and air that enters the engine is a factor limiting engine horsepower output. $xtra carburetor barrels allow more air and fuel into the engine at wide-open throttle. This allows the engine to develop more power.

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Fig. 1-1". (ypes of the car"uretors. Car,uretor primar- an! *econ!ar- circuit* Two-barrel and four-barrel carburetors are divided into two sections" the primary and the secondary circuits.

The primary circuit of a carburetor includes the components that operate under normal driving conditions. +ee Fig. - A. The secondary circuit of a carburetor consists of the components that function under high engine power output conditions. +ee Fig. - A. A secondary diaphragm is normally used to open the secondary throttle plates! causing the secondary circuits to function. +ee Fig. diaphragm to the venturi in the primary throttle bore. #nder normal driving conditions! vacuum in the primary is not high enough to actuate the secondary diaphragm and throttles. The engine would run using only the primary of the carburetor. )f the driver presses on the gasoline pedal! the airflow will increase in the primary circuit producing enough vacuums to operate the secondary diaphragm. .acuum pulls on the diaphragm and compresses the diaphragm spring. This opens the secondary throttle plates for increased engine horsepower. - A. A diaphragm is connected to the secondary throttle lever. A vacuum passage runs from this

Fig. 1-1#. !ar"uretor primary and secondary circuits.

1#

CAR'URETOR PRO'LEMS
Poor Engine Performance

Air lea0 at carburetor or inta0e manifold. Air lea0 in fuel line. /logged or dirty carburetor air filter. /logged fuel lines or fuel filter. -efective fuel pump. )ncorrect fuel level in fuel bowl. -irt in carburetor jets and passages. 9orn or inoperative accelerating pump. -efective gas0ets in carburetor. /logged exhaust system. %ea0ing vacuum lines. )ncorrect adjustment of idle mixture screw. )ncorrect float level. +tic0ing float needle valve. -efective gas0et between carburetor and inta0e manifold. -efective gas0ets in carburetor. %oose carburetor- to I inta0e manifold nuts. %oose inta0e manifold attaching bolts. )dle discharge holes partly clogged. %ea0ing vacuum lines to accessory e>uipment. /logged air cleaner. ;igh float level )ncorrect cho0e adjustment. -efective cho0e. )ncorrect float level. -efective fuel pump.
1$

Poor Idling

Hard Starting

Poor Acceleration Accelerator pumps inoperative. Accelerator pump leather hard or worn. /logged accelerator jets or passages. -efective ball chec0s in accelerator system. )ncorrect fuel level. Float level too high. +tic0 float needle valve. -efective gas0ets in carburetor. /rac0ed carburetor body. )ncorrect adjustment of idle mixture screw. Fuel lea0s in carburetor or lines. -irty air cleaner. ;igh float level. -irty carburetor.

Carburetor Floods

Excessive Fuel Consumption

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$ASOLINE IN.ECTION S(STEM

A gasoline injection system has several possible advantages over a carburetor type fuel system. A few of these include"

)mproved atomi<ation 3fuel is forced into inta0e manifold under pressure ?etter fuel distribution 3more e>ual flow of fuel into each cylinder6. +moother idle 3lean fuel mixture can be used without rough idle because )mproved fuel economy 3high efficiency because of more precise fuel %ower emissions 3efficient air-fuel mixture reduces exhaust pollution6. ?etter cold weather driveability 3injection provides better control of mixture )ncreased engine power 3precise metering of fuel to each cylinder can

which helps brea0 fuel droplets into a fine mist6.

of better fuel distribution6. metering! atomi<ation! and distribution6.

enrichment than a carburetor cho0e6.

result in more horsepower output6. ,asoline injection systems can be divided into two main groups" (#%T) - P:)&T F#$% )&C$/T):&! and +)&,%$ I P:)&T F#$% )&C$/T):&/ This classification is based on the number and positions of injectors"

MULTI#POINT FUEL IN.ECTION S(STEM! also called port injection! has

separate injectors for each cylinder8 each injector positioned close to inlet valve of the engine. ,asoline is sprayed into each inta0e port and toward each engine inta0e valve. +ee Fig. - 5-?.

SIN$LE#POINT FUEL IN.ECTION S(STEM! has the injector no<<le in

throttle body assembly on top of the engine. Fuel is sprayed into the top! center of the inta0e manifold. +ee Fig. - 5-A. (ost gasoline injection systems are indirect injection. This means that the fuel is sprayed into the inta0e manifold ports.

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Fig. 1-1$-A. )ingle&point fuel in*ection.

&. +ulti&point fuel in*ection.

MULTI#POINT FUEL IN.ECTION S(STEM

There are two common types of multi-point fuel injection systems) ;B-*A#%)/($/;A&)/A% F#$% )&C$/T):& +B+T$( and $%$/T*:&)/ F#$% )&C$/T):& +B+T$(.

MULTI#POINT H(%RAULIC# MECHANICAL FUEL IN.ECTION S(STEM

;ydraulic-mechanical fuel injection system is a continuous injection system that sprays fuel into the inta0e manifold all of the time. Anytime the engine is running! some fuel is forced out of the injector no<<le and into the engine. ;ydraulic-mechanical fuel injection system is an indirect injection. This means that the fuel is sprayed into the engine inta0e manifold ports. There are two common types of hydraulic- mechanical fuel injection systems" 'Cetronic and '$ - Cetronic. K# .ETRONIC S(STEM ;ydraulic-mechanical type '-Cetronic feeds fuel through all of the injectors! all the time. Anytime the engine is running! some fuel is forced out of the injector no<<le and into the engine. The system controls fuel flow! not by means of an electronic control unit but by using a fuel distributor! mechanically controlled by a hinged airflow sensor. +ystem operating pressures range from around 2D I =D psi. +ee Fig. -1D.
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Fig. 1-2%. ,ydraulic&mechanical fuel in*ection type -&.etronic. Operation :n starting the engine! the electric fuel pump draws gasoline out of the tan0 and passes it to the accumulator. +ee Fig. -1D. After passing accumulator! the pressuri<ed fuel will be entering the fuel filter and then to the fuel distributor. Fuel distributor and airflow sensor controls the >uantity of the fuel delivered to the injectors. At idle! low airflow only moves sensor plate a little. %ever arm pushes up lightly on the fuel control plunger and opens a slit to allow fuel to the chamber. Although fuel pressure now acts on both sides of the diaphragm! the force of the spring moves the diaphragm downwards and opens the valve at the center of the diaphragm to release the fuel to the injector. The flow of fuel from the chamber slightly lowers the downward force on the diaphragm! so a valve-open position is reached! which corresponds to the amount that the control plunger is moved. :pening the throttle plate will give a greater air flow! so the disc will raise further! which! in turn! will raise the control plunger and allow more fuel to pass to the chamber. These extra fuel flows will more than ma0e up for the fuel that is escaping past the valve to the injector! so the extra downward force produced by
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the fuel pressure lowers the diaphragm! opens the valve further and increases the >uantity of fuel going to the injector. Fuel !i*tri,utor an! airflo0 *en*or This controls the >uantity of fuel delivered to the injectors. The air sensor! see Fig. -1 ! consists of a venturi 3 6 in the induction pipe into which is fitted a movable disc 316. Attached to the disc is a counter-balanced lever 376! which acts on a control plunger 346. (ounted around the plunger are a number of diaphragm valves 326! one for each injector. The purpose of these valves is to provide a fuel supply to the injectors that are proportional to the movement of the control plunger.

Fig. 1-21. -&.etronic fuel distri"utor and airflo' sensor.

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Continuou* fuel in1ector A continuous fuel injector is simply a spring-loaded valve. +ee Fig. -11. )t injects fuel all the time when the engine is running. A spring holds the valve in a normally closed position. A filter in the injector traps dirt. The injector is usually push-fitted into rubber bushings in the cylinder head or inta0e manifold. 9ith the engine off! the injector spring holds the injector valve closed. This prevents fuel from dripping into the engine. 9hen the engine is running! fuel pressure builds from fuel distributor pushes the injector valve open. A steady stream of gasoline then sprays toward each engine inta0e valve. The fuel is pulled into the engine when the inta0e valves open.

Fig. 1-22. !ontinuous in*ector. Fuel accumulator The fuel accumulator is spring-loaded diaphragm used in an injection system to dampen pressure pulses of the pump. +ee Fig. -17. The accumulator may also maintain pressure when the engine is shut down. This aids faster engine restarting.

Fig. 1-23. Fuel accumulator. +arm#up re"ulator

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This controls the mixture enrichment during engine warm-up. )t consists of a valve! operated by a bimetallic strip. +ee Fig. -14. 9hen the engine is cold! open valve reduce pressure acting on the end of plunger. This tends to increase fuel mixture. -uring warm-up! electrical current heats bi-metal strip and gradually closes valve.

Fig. 1-24. /arm&up regulator. Thermo 2 time *0itch Thermo I time switch energi<es cold start injector when engine temperature is low enough. +ee Fig. -12. /old start injector then sprays extra fuel into engine to help 0eep the cold engine running smoothly. 9hen engine warms enough! thermo-time switch opens the circuit to shut off injector.

Fig. 1-2 . Basic cold start in*ector0 thermo&time s'itch circuit. Col!#*tart in1ector
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A cold-start injector is an additional fuel injector valve used to supply extra gasoline for cold engine starting. +ee Fig. -1=. Thermo-time switch is used to operate cold-start injector.

Fig. 1-2!. !old&start in*ector. I!le air ,-pa** al e The idle air bypass valve is operated by a bimetallic spring or expansion element. The function of this valve is to supply more air to engine during the warm-up. The additional airflow causes a greater deflection of the airflow meter plate. This causes the engine to idle at a higher speed during warm-up! as a result of which it runs smoothly. 9hen the engine warms up! this valve closes off. The idle air bypass valve is designed somewhat li0e a sliding gate valve in that it should be fully open on a cold engine and closed on a warm engine. +ee Fig. -1@.

Fig. 1-2". 1dle air "ypass 2al2e. Fuel pre**ure re"ulator

The function of fuel pressure regulator is to maintain constant fuel pressure entering fuel distributor. The fuel pressure regulator consists of a fuel valve! and spring. +ee Fig. -1A. 9hen fuel pressure is low 3initial engine starting6! the spring holds the fuel valve closed. This causes pressure to build as fuel flows into the regulator from the electric fuel pump. 9hen a preset pressure is reached! pressure acts on the valve. The valve compresses the spring and opens the fuel valve. Fuel can flow bac0 to the fuel tan0. This limits the maximum fuel pressure entering the fuel distributor.

Fig. 1-2#. Fuel pressure regulator. I!le mi3ture a!1u*tment *cre0 4CO a!1u*tment5 To adjust idle mixture of the engine. KE#.ETRONIC S(STEM /loser matching of the mixture to meet changing loads and operating conditions and the introduction of stricter emission control regulations have induced the manufacturers to modify the '-Cetronic system. The modified system is called '$-Cetronic. /ontrol of the mechanical system by electronic means allows the mixture to be set more accurately! and by virtue of the inherent GintelligenceH of the electronic control unit 3$/#6! the modified system is able to vary the mixture to suit a wide range of operating conditions. /omparing the '$ system shown in Fig. -15 with the ' system! the following parts are some of the differences"

2#

Fuel pressure regulator-more precise control of the system fuel pressure

is obtained by using a modified regulator valve! which ta0es into account manifold depression. %ow engine vacuum would indicate high engine load. +pring could then hold regulator closed to increase fuel pressure for more power. ;igh engine vacuum would indicate low load. .acuum would act on diaphragm! opening regulator return to tan0. This would reduce or limit fuel pressure.

Electro-hydraulic pressure actuator-Functions as a fine mixture

adjustment control to vary the airEfuel ratio slightly to suit all engine conditions! especially warm-up! acceleration and full-load operation. Fig. 1-2$. ,ydraulic&mechanical fuel in*ection type -E&.etronic.

Electronic control unit computer! - Acts as the brain of the system. )t

analyses the signals it receives from the throttle valve switch! airflow potentiometer! lambda sensor! and temperature sensors! and then sends output signals to the actuators! which control the fuel mixture.
2$

H(%RAULIC#MECHANICAL FUEL IN.ECTION S(STEM PRO'LEMS

Poor Engine Performance

/logged or dirty air filter. /logged fuel lines or fuel filter. -efective fuel pump. -irty injectors. -efective injectors. /logged exhaust system. -efective fuel distributor. -efective airflow sensor. -efective computer in '$-jetronic system. -efective sensors in '$- jetronic system. -efective electro-hydraulic pressure actuator in '$-jetronic system. Air lea0 at inta0e manifold. %ea0ing vacuum lines. -efective fuel pressure regulator. -efective thermo-time switch.

Hard Starting -efective cold-start injector. -efective warm-up regulator in '-jetronic system. -efective idle air bypass valve.

-efective fuel pump.

-efective fuel pressure regulator. -efective fuel accumulator. -irty injectors.

-efective injectors. Air in the fuel line.

-efective fuel distributor. -efective electro-hydraulic pressure actuator in '$-jetronic system.

3%

-efective engine coolant temperature sensor in '$-jetronic system. )ncorrect adjustment of idle mixture screw. -efective fuel pressure regulator. -efective thermo-time switch. -efective cold-start injector. -efective warm-up regulator in '-jetronic system. -efective idle air bypass valve. -efective lambda sensor in '$-jetronic system. -efective fuel distributor. -efective electro-hydraulic pressure actuator in '$-jetronic system. -efective injectors. -irty injectors. Fuel lea0ing. -efective engine coolant temperature sensor in '$-jetronic system.

Excessive Fuel Consumption

MULTI#POINT ELECTRONIC FUEL IN.ECTION S(STEM

(ulti-point electronic fuel injection system is indirect injection. This means that the fuel is sprayed into the engine inta0e manifold ports. )n multi-point electronic fuel injection system uses engine sensors and a computer to control the opening and closing of injection valve. There are generally as many injectors as there are cylinders. (ost multi-point electronic fuel injection systems are intermittent. This means that the injectors are not energi<ed at the same time. There are different types of intermittent injection. The injectors can be turned :& and :FF in pairs or in a specific se>uence that is related to valve timing. There are four common types of multi-point electronic fuel injection systems" L# .etronic! L6# .etronic! LH # .etronic! and Motronic systems. ,enerally! multi-point electronic fuel injection system can be divided into four subsystems" Fuel delivery system. Air induction system.
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+ensor system. /omputer control system.

These four subsystems are illustrated in Fig. -7D.

Fuel !eli er- *-*tem

The fuel delivery system of multi-point $F) system includes an electric fuel pump! fuel filter! fuel pressure regulator! injector valves! and connecting lines and hoses. +ee Fig. -7 . The electric fuel pump draws gasoline out of the tan0 and forces it into the fuel pressure regulator. The fuel pressure regulator controls the amount of pressure entering the injector valves. +ee Fig. -71. 9hen engine vacuum is low! this would indicate
)dle air bypass valve

/onnected to inta0e manifold vacuum 1. Air induction system . Fuel delivery system Fuel

3. )ensor system
!rankshaft position sensor

4. computer control system

3istri"utor 45+ sensor

Fig. 1-3%. +ulti&point electronic fuel in*ection.

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Fig. 1-31. Fuel deli2ery system. high engine load. +pring could then hold regulator return closed to increase fuel pressure for more power. 9hen engine vacuum is high! this would indicate low load. .acuum would act on diaphragm! opening regulator return to tan0 and reduce fuel pressure. This maintains a preset amount of fuel pressure for injector valve operation.

Fig. 1-32. Fuel pressure regulator operation. A fuel in"ector for multi-point $F) system is simply a coil or solenoid operated fuel valve that sprays and atomi<es the fuel. +ee Fig. -77. 9hen not energi<ed! spring pressure ma0es the injector remain closed! 0eeping fuel from entering the

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Fig. 1-33. +ulti&point EF1 in*ector operation. engine. 9hen current flows from the computer through the injector coil! the magnetic field attracts the injector armature. The injector valve opens. Fuel then s>uirts into inta0e manifold under pressure.

Air in!uction *-*tem

An air induction system for multi-point $F) typically consists of an air filter! throttle valves! idle air bypass valve! and connecting ducts.

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The throttle valve regulators how much airflows in the engine. )n turn! it controls engine power out put. %i0e a carburetor throttle valve! it is connected to the drivers gas pedal. 9hen the pedal is depressed! the throttle valve swings open to allow air to rush into the engine. An idle air bypass valve7 also called idle speed actuator7 is used in multi-point $F) to help control engine idle speed. )t is solenoid operated air bypass valve. The system computer opens and closes the idle air bypass valve. 9hen open! the idle air bypass valve allows more air to enter the inta0e manifold. This tends to increase idle rpm. 9hen closed! the valve decreases bypass air and idle speed. +ee Fig. -74. The computer decides to increase or decrease the idle rpm after receiving input signals from the sensors. This 0eeps the idle speed at a constant rpm! regardless of the load placed on the engine while idling.

Fig. 1-34. 1dle air "ypass 2al2e or idle speed actuator.

Sen*or *-*tem
The multi-point $F) sensors system monitors engine-operating conditions and reports this information to the computer. A typical $F) sensors system consists of an exhaust gas or oxygen sensor! inta0e manifold pressure 3vacuum6 sensor! throttle position sensor! engine coolant temperature sensor! airflow sensor! inlet air temperature sensor! cran0shaft position sensor or distributor rpm sensor! and other sensors.
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$ngine sensors are an electrical device that changes circuit resistance or voltage with a change in a condition 3temperature! pressure! position of parts! etc.6.

Computer control *-*tem

The computer control system uses electrical data from the sensors to control the operation of the fuel injectors. A wiring harness connects the engine sensors to the input of the computer. Another wiring harness connects the output of the computer to the fuel injectors. The computer! also called an $%$/T*:&)/ /:&T*:% #&)T 3$/#6! is the Jbrain of the electronic fuel injection system. The $/# uses sensor output to calculate when and how long to open the fuel injectors. To open an injector! the computer connects the injector coil to battery voltage. To close the injector! the computer opens the circuit between the battery and the injector coil.

EN$INE SENSORS
Typical sensors for multi-point $F) system include" An exhaust gas or oxygen sensor 3%ambda sensor6. An inta0e manifold pressure sensor. A throttle position sensor. An engine coolant temperature sensor. An airflow sensor. An inlet air temperature sensor. A cran0shaft position sensor. A distributor rpm sensor.

E3hau*t "a* or o3-"en *en*or 4Lam,!a *en*or5

36

(easures the oxygen content in the engines exhaust system as a means of chec0ing combustion efficiency. )t fits into the exhaust manifold or pipe at a point before the catalytic converter. +ee Fig. -72. The oxygen sensor voltage output changes with any change in the content of the exhaust. An increase in oxygen 3lean mixture6 might ma0e the sensor output voltage decrease. A decrease in oxygen 3rich mixture6 might cause the sensor output to increase. )n this way! the sensor supplies data 3different current levels6 to the computer. The computer can then alter the opening and closing of the injectors to maintain a correct air-fuel ratio for maximum efficiency.

Fig. 1-3 . E6haust gas or o6ygen sensor. Inta8e manifol! pre**ure *en*or (easures the pressure 3vacuum6 inside the engine inta0e manifold. $ngine manifold pressure is an excellent indicator of engine load. +ee Fig. -7=. ;igh pressure 3low inta0e vacuum6 indicates a high load! re>uiring a rich mixture.

Fig. 1-3!. 1ntake manifold pressure sensor.

%ow manifold pressure 3high inta0e vacuum6 indicates very little load! re>uiring a leaner mixture. The manifold pressure sensor changes resistance with changes in engine load. This data is used by computer to alter the fuel mixture. Throttle po*ition *en*or )s a variable resistor connected to the throttle plate shaft. 9hen the throttle swings open for more power or closes for less power! the sensor changes resistance and signals the computer. The computer can then enrich or ma0e lean mixture as needed. +ee Fig. -7@.

Fig. 1-3". (hrottle position sensor. En"ine coolant temperature *en*or (onitors the operating temperature of the engine. )t is mounted so that it is exposed to the engine coolant. 9hen the engine is cold! the sensor might provide a high current flow 3low resistance6. The computer would then enrich the air-fuel mixture for cold engine operation. 9hen the engine warms! the sensor would supply information 3high resistance6 so that the computer could ma0e the mixture leaner. +ee Fig. -7A.

3#

Fig. 1-3#. Engine coolant temperature sensor. Airflo0 *en*or )s used in many $F) systems to measure the amount of outside air entering the engine. This helps the computer to determine how much fuel is needed. The airflow sensor is usually an air flap that operates a variable resistor or hotwire air-mass meter. An airflow sensor! air flap types! is a flap-operated variable resistor. +ee Fig. -75. Airflow through the sensor causes an air flap to swing to one side. +ince the air flap is connected to a variable resistor! the amount of airflow into the engine is converted into an electrical signal for the computer. The computer can then enrich or ma0e lean mixture as needed.

Fig. 1-3$. Airflo' sensor0 air flap types.

3$

An airflow sensor! hot-wire air-mass meter types! has a hot wire made of platinum element which is heated by an electric current sufficient to maintain it at a constant temperature. +ee Fig. -4D. 9hen the airflow is increased! the cooling action is greater! so a large current has to be passed through the wire to prevent a drop in its temperature. The voltage re>uired to provide this current gives an indication of the inducted air mass. This voltage is signaled to $/# to enable the $/# to compute initially the basic >uantity of fuel. The >uantity is then slightly altered to ta0e account of the signals it receives from other engine sensors.

Fig. 1-4%. Airflo' sensor0 hot&'ire air&mass meter types. Inlet air temperature *en*or (easures the temperature of the air entering the engine. +ee Fig. -4 . /old air is more dense than warm air! re>uiring a little more fuel. 9arm air is not as dense as cold air! re>uiring a little less fuel. The air temperature sensor helps the computer compensate for changes in outside air temperature and maintain an almost perfect air-fuel mixture ratio.

4%

Fig. 1-41. An inlet air temperature sensor. Cran8*haft po*ition *en*or or %i*tri,utor rpm *en*or /ran0shaft position sensor or distributor rpm sensor is used to detect engine speed. They allow the computer to change injector opening with changes in engine rpm. ;igher engine speeds generally re>uire more fuel. %ower engine speeds re>uire less fuel. This data is used by the computer to alter the fuel mixture. +ome engines used a cran0shaft position sensor to detect engine speed. +ee Fig. -41. Another engines used a distributor rpm sensor to detect engine speed. +ee Fig. -47.

Fig. 1-42. !rankshaft position sensor.

41

Fig. 1-43. 3istri"utor rpm sensor.

IN.ECTOR PULSE +I%TH

The injector pulse width indicates the amount of time each injector is energi<ed and 0ept open. The computer controls the injector pulse width. #nder full acceleration! the computer will sense a wide-open throttle! high inta0e manifold pressure! and high inlet airflow. The computer would then increase injector pulse width to enrich the mixture for more power. +ee Fig. -44.

Fig. 1-44. 1n*ector pulse 'idth.

42

#nder low load conditions! the computer will shorten the injector pulse width. 9ith the injectors being closed a large percentage of time! the air-fuel mixture will be leaner for better fuel economy.

L#.ETRONIC FUEL IN.ECTION S(STEM

The %-Cetronic is an electronically controlled fuel injection system! which injects fuel intermittently into the inta0e manifold ports. The %-jetronic system uses airflow sensor! air flap types! which is connected to variable resistor! to measure the amount of outside air entering the engine. The %-jetronic system! Fig. -42! typically consists of" Fuel delivery system 3electric fuel pump! fuel filter! fuel pressure regulator! fuel injectors! cold start injector! fuel accumulator! and connecting lines and hoses6. Air induction system 3air filter! throttle valves! idle air bypass valve! and +ensor system 3airflow sensor! throttle position sensor! engine coolant connecting ducts6. temperature sensor! inlet air temperature sensor! lambda sensor! and distributor rpm sensor or cran0shaft position sensor6. /omputer control system.

Operation 9hen the ignition switch is turned on and the engine is stationary! battery voltage powers the $/# and the electric fuel pump through the relay. +ee Fig. -42. For two seconds! the electric fuel pump draws the fuel from fuel tan0 at pressure of approximately 1.2 bar 37= psi6 through a filter into the fuel rail. From the fuel rail! fuel lines diverge to the injection valves 3injectors6 and to the cold start injector! for initial engine start-up. After two seconds! the relay will cut off the circuit between the battery and the electric fuel pump. 9hen the ignition switch is rotated to the start position and the engine is running! the relay connects the circuit between the battery and the electric fuel pump. 9ith the engine running! the time during which the fuel injection valves remain open is controlled by the signal from the $/#! which computes this time based
43

on the signals received from the engine mounted sensors 3airflow sensor! inlet air temperature sensor! distributor rpm sensor or cran0shaft position sensor! engine coolant temperature sensor! throttle position sensor! and lambda sensor6.

1.fuel tank0 2.Electric fuel pump0 3.Fuel filter0 4.3istri"utor pipe0 5.Fuel pressure regulator0 6.!ontrol unit 8computer90 .1n*ection 2al2e 8in*ector90 #.!old start in*ector0 $.idle&speed ad*usting scre'0 1%.(hrottle position sensor0 11.(hrottle 2al2e0 12.Airflo'0 13.4elay com"ination0 14.lam"da sensor0 15.Engine temperature sensor0 16.(hermo&time s'itch0 1 .1gnition distri"utor0 1#.1dle air "ypass 2al2e0 1$.1dle&mi6ture ad*usting scre'0 2%.Battery0 21.1gnition&starter s'itch.

Fig. 1-4 . 7&.etronic fuel in*ection system.

44

L6#.ETRONIC FUEL IN.ECTION S(STEM

The %7-Cetronic fuel injection system has the same components of the %-Cetronic fuel injection system but there is some difference between them. The %7-jetronic differs from %-Cetronic in respect of the following details! see Fig. -4= and Fig. -4@" The control unit! which is suitable for installation in the engine compartment! is attached to the airflow sensor and thus no longer re>uires space in the passenger compartment.

The combined unit of control unit and airflow sensor with internal The use of digital techni>ues permits new function with improved

connections simplifies the cable harness and reduces installation expense. adaptation capabilities to be implemented as compared with the previous analog techni>ues used.

Fig. 1-4!. 73&.etronic fuel in*ection system.

45

Fig.1-4". 1ntegration of E!: and airflo' sensor of the 73&.etronic system.

LH#.ETRONIC FUEL IN.ECTION S(STEM

The %;-Cetronic is closely related to the %-Cetronic. The difference lies in the hotwire air-mass meter which measures the air mass inducted by the engine instead of air flap types. +ee Fig. -4A.

Fig. 1-4#. 7,&.etronic fuel in*ection system.

MOTRONIC FUEL IN.ECTION S(STEM

46

The (otronic fuel injection system uses an %-Cetronic system or %;-Cetronic system coupled with an electronic ignition system! with both systems being controlled by a common digital microcomputer. The same sensors can be used for both the fuel injection and ignition8 thus more is achieved at a lower cost than with two separate systems. +ee Fig. -45.

Fig. 1-4$. +otronic fuel in*ection system.

MULTI#POINT ELECTRONIC FUEL IN.ECTION S(STEM PRO'LEMS

4

Poor Engine Performance Air lea0 at inta0e manifold. /logged or dirty air filter. /logged fuel lines or fuel filter. -efective fuel pump. -irty injectors. -efective injectors. /logged exhaust system. %ea0ing vacuum lines. -efective sensors. -efective fuel pressure regulator. -efective computer. -efective idle air bypass valve. -efective thermo-time switch. -efective cold-start injector. -efective idle air bypass valve. -efective fuel pressure regulator. -efective fuel pump. -irty injectors. -efective injectors. Air in the fuel lines. -efective engine coolant temperature sensor. -efective inlet air temperature sensor. -efective fuel accumulator.

Hard Starting

Excessive Fuel Consumption -efective fuel pressure regulator. -efective thermo-time switch. -efective cold-start injector. -efective lambda sensor.
4#

 -efective idle air bypass valve. -efective injectors. -irty injectors. -efective engine coolant temperature sensor. -efective inlet air temperature sensor. Fuel lea0ing.

SIN$LE#POINT ELECTRONIC FUEL IN.ECTION S(STEM

+ingle-point electronic fuel injection system! is indirect injection system. This means that the fuel is sprayed into the engine inta0e manifold ports. +ingle-point electronic fuel injection system! has the injector no<<les in a throttle body assembly on top of the engine. Fuel is sprayed into an inta0e manifold and then delivered to the cylinders. The injector is pulsed on and off so fast that it sprays a steady stream of fuel into an inta0e manifold. There are three common types of single-point electronic fuel injection systems" T;*:TT%$ ?:-B )&C$/T):& 3T?)6 +B+T$(! (:&:-C$T*:&)/ +B+T$(! and (:&:-(:T*:&)/ +B+T$(.

THROTTLE 'O%( IN.ECTION S(STEM 3T?) system of ,eneral (otors6

The T?) system! Fig. -2D! typically consists of" Throttle body housing. Fuel injectors. Fuel pressure regulator. Throttle plates. )dle air control valve. +ensor system. /omputer control system.

4$

Operation 9hen the ignition switch is turned on and the engine is stationary! battery voltage powers the $/# and the electric fuel pump through the relay. +ee Fig. -2D. For two seconds! the electric fuel pump draws the fuel from fuel tan0 at pressure of approximately 1.2 bar 37= psi6 through a filter into the fuel injector! for initial engine start-up. After two seconds! the relay will cut off the circuit between the battery and the electric fuel pump. 9hen the ignition switch is rotated to the start position and the engine is running! the relay connects the circuit between the battery and the electric fuel pump. 9ith the engine running! the time during which the fuel injection valves remain open is controlled by the signal from the $/#! which computes this time based on the signals received from the engine mounted sensors 3airflow sensor! inlet air temperature sensor! distributor rpm sensor or cran0shaft position sensor! engine coolant temperature sensor! throttle position sensor! and lambda sensor6.
!rankshaft position sensor Airflo' sensor !omputer
!ontrol 1n*ector pulses Analy<e needs

;6ygen sensor 1ntake manifold pressure sensor 1nlet air temperature sensor !oolant temperature sensor (hrottle position sensor

Fig. 1- %. (hrottle "ody in*ection system 8(B19. Throttle ,o!- hou*in"

5%

)t is a metal casting that holds injectors! fuel pressure regulator! throttle valves! and other parts. +ee Fig. -2 . The T?) throttle body! li0e a carburetor body! bolts to the pad on the inta0e manifold. Throttle plates are mounted in the lower section of the throttle body. A lin0age mechanism or cable connects the throttle plates with the drivers gas pedal. An inlet fuel line connects to one fitting on the throttle body. An outlet return line to the tan0 connects to another fitting on the throttle body. Throttle ,o!- in1ector )t is a solenoid operated fuel valves mounted in upper section of throttle body assembly. +ee Fig. -21. A throttle body injector consists of an electric solenoid coil! armature or plunger! needle valve! needle seat! and injector spring. 9ires from the computer 3electronic control unit6 connect to the terminals on the injectors. 9hen the computer energi<es the injectors! a magnetic field is produced in the injector coil. The magnetic field pulls the plunger and valves up to open the injector. Fuel can then s>uirt through the injector no<<le and into the engine.

Fig. 1- 1. (he (B1 housing "olts to the pad on the intake manifold.

51

Fig. 1- 2. (hrottle "ody in*ector. Throttle ,o!- fuel pre**ure re"ulator )t is a spring-loaded bypass valve that maintains constant fuel pressure at injectors. The throttle body fuel pressure regulator consists of a fuel valve! diaphragm! and spring. +ee Fig. -27. 9hen fuel pressure is low 3initial engine starting6! the spring holds the fuel valve closed. This causes pressure to build as fuel flows into the regulator from the electric fuel pump. 9hen a preset pressure is reached! pressure acts on the diaphragm. The diaphragm compresses the spring and opens the fuel valve. Fuel can then flow bac0 to the fuel tan0. This limits the maximum fuel pressure at the injectors. I!le air control al e An idle air control valve is used in a T?) to help control engine idle speed. )t is a solenoid operated air bypass valve. +ee Fig. normally opens and closes the idle air control valve. 9hen open! the idle air control valve allows more air to enter the inta0e manifold. This tends to increase idle rpm. 9hen closed! the valve decreases bypass air and idle speed. The valve can be used to control both slow and fast idle speeds. -27. The system computer

52

Throttle plate )t is butterfly valves that control airflow through throttle body. +ee Fig. -27.

Fig. 1- 3. Basic parts of (B1. Sen*or *-*tem (onitors engine operating conditions and reports this information to the computer 3cran0shaft position sensor! airflow sensor! throttle position sensor! engine coolant temperature sensor! inlet air temperature sensor! exhaust gas or oxygen sensor! inta0e manifold pressure sensor! and distributor rpm sensor or cran0shaft position sensor6. Computer control *-*tem The computer control system uses electrical data from the sensors to control the operation of the fuel injectors. A wiring harness connects the engine sensors to the input of the computer. Another wiring harness connects the output of the computer to the fuel injectors.

MONO#.ETRONIC FUEL IN.ECTION S(STEM 3?osch /ompany6

(ono-Cetronic is an electronically controlled! single-point injection system for 4 cylinder engines. (ono-jetronic fuel injection system has the same components of throttle body injection system 3T?)6! but the difference lies in the control of idle speed.

53

)n (ono-Cetronic fuel injection system! the position of throttle valve actuator 3idle speed switch6 is closed to the throttle valve lever. +ee Fig. -24. 9hen the throttle valve actuator 3idle speed switch6 pushing the throttle valve lever! this tends to increase idle speed of the engine.

Fig. 1- 4. +ono&.etronic fuel in*ection system.

54

MONO # MOTRONIC FUEL IN.ECTION S(STEM 3?osch /ompany6

The (ono-(otronic fuel injection system has the same components of the (onoCetronic fuel injection system but there is some difference between them. (ono-(otronic fuel injection system coupled with an electronic ignition system! with both systems being controlled by a common digital microcomputer. The same sensors can be used for both the fuel injection and ignition8 thus more is achieved at a lower cost than with two separate systems. +ee Fig. -22.

Fig. 1-

. +ono&+otronic fuel in*ection system.

SIN$LE#POINT ELECTRONIC FUEL IN.ECTION S(STEM PRO'LEMS

55

Poor Engine Performance

Air lea0 at inta0e manifold. /logged or dirty air filter. /logged fuel lines or fuel filter. -efective fuel pump. -irty injectors. -efective injectors. /logged exhaust system. %ea0ing vacuum lines. -efective sensors. -efective computer. -efective throttle valve actuator 3idle speed switch6 in mono-jetronic fuel injection system. -efective idle air control valve in throttle body injection system 3T?)6. -efective fuel pressure regulator.

Hard Starting -efective throttle valve actuator 3idle speed switch6 in mono-jetronic fuel injection system. -efective idle air control valve in throttle body injection system 3T?)6. -efective fuel pressure regulator. -efective fuel pump. -irty injectors. -efective injectors. Air in the fuel lines. -efective engine coolant temperature sensor. -efective inlet air temperature sensor. -efective fuel accumulator in mono-jetronic fuel injection system.

56

Excessive Fuel Consumption -efective fuel pressure regulator. -efective lambda sensor. -efective throttle valve actuator 3idle speed switch6 in mono-jetronic fuel injection system. -efective idle air control valve in throttle body injection system 3T?)6. -efective injectors. -irty injectors. -efective engine coolant temperature sensor. -efective inlet air temperature sensor. Fuel lea0ing.