29

Gasoline and Diesel Fuel

Injection: Operation,
Diagnosis, and Service
many variations. However, Bosch is still a major com-
OBJECTIVES: After studying Chapter 29, you should ponent supplier for many of these late systems.
be able to:
1. Prepare for the interprovincial Red Seal certification
examination in Appendix VIII (Engine Performance)
BASIC GASOLINE FUEL-
on the topics covered in this chapter. INJECTION OPERATION
2. Describe how to check an electric fuel pump for
proper pressure and delivery volume. Most fuel-injection systems are closed loop, which
3. Explain how to check a fuel-pressure regulator. means that any fuel sent to the injectors and not
4. Describe how to test fuel injectors. used in the engine will be returned to the fuel tank.
5. Explain how to diagnose gasoline fuel-injection See Figure 29–1.
problems.
6. Explain the differences between throttle-body, port Fuel Pump
and direct fuel-injection.
7. Describe the operation of a diesel mechanical fuel- The electric fuel pump delivers fuel from the tank to
injection system. the system and develops fuel pressure. See Fig-
8. Describe the operation of an electronic diesel fuel- ure 29–2. The pump is usually located inside the fuel
injection system. tank, where it is cooled by the surrounding fuel.
Many pumps are incorporated with the fuel gauge
sender unit. Some earlier vehicles, usually imports,
mounted the pump outside the tank on the frame of
the underbody. In-tank pumps are replaced by re-
moving the fuel tank or, in some cases, through an
FUEL INJECTION access opening in the trunk floor.
The roller-cell pump, similar to power steering, is
Electronic gasoline fuel-injection systems from the driven by a permanent-magnet electric motor. It pro-
mid 1970s to the mid 1990s and later are all very sim- vides high-pressure fuel, at about 200 to 350 kPa (30
ilar in design and operation because they share a com- to 50 psi) for port injection and low-pressure fuel, at
mon beginning with Robert Bosch GmbH, a German about 70 kPa (10 psi) for throttle-body injection.
company. Bosch is the largest supplier of fuel-injection Some Fords use port style injectors in their central
systems in the world. It doesn’t matter if it’s a Fiat, fuel-injection (TBI type); system pressures are about
Ferrari or a Ford, a Nissan, Toyota, Chevrolet, or a 200 kPa (30 psi) for these units.
Chrysler, Bosch either designed or supplied the com- In the event of a restricted fuel filter or line
plete system or some components in the system. In the blockage, the pump is capable of producing pres-
mid-1990s, automobile manufacturers began moving sures of 700 kPa (100 psi) or higher. An excess
away from the original Bosch design and we now see pressure valve (relief valve) is built into the pump
669
670 CHAPTER 29

Figure 29–1 Typical port fuel-injection system, indicating the location of various
components. Notice that the fuel pressure regulator is located on the fuel return side of
the system. The computer does not control fuel pressure, but does control the
operation of the electric fuel pump (on most systems) and the pulsing on and off of the
injectors.

Figure 29–2 Schematic of a roller-cell fuel pump. Note #5 non-return valve, which prevents fuel pressure from bleeding
back through the pump, and #2 pressure limiter (relief) valve, which acts as a safety valve if the fuel filter or line is restricted.
(Courtesy Robert Bosch)
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 671

Figure 29–3 The fuel filter is located between the fuel

pump and the fuel rail. Many filters are directional and have
an arrow (or different sized fittings) to prevent incorrect
installation. Most systems also have a filter “sock” at the
fuel tank pick-up. (Courtesy Robert Bosch)

Figure 29–4 The fuel rail is a hollow manifold that

supplies fuel to the injectors. Excess fuel not used in the
as a safety feature. A one-way check valve is also engine flows through a pressure regulator (usually
built into the pump outlet to prevent any fuel pres- mounted on the rail) and returns to the tank. (Courtesy
sure in the lines or rail from bleeding back through DaimlerChrysler Corporation)
the pump.

Fuel Filter
The fuel filter is a very important service item. See
Fuel Injectors
Figure 29–3. It prevents any rust or dirt in the fuel Electronic fuel injectors are liquid-control solenoids
from reaching the fuel injectors where damage that open when electrically activated. See Figure
would occur; injector blockage, sticking or leakage 29–5. The injectors are pulsed on and off to control
are the usual result. fuel volume. The longer the injectors are held open,
The filter is directional and may have an arrow the greater the amount of fuel injected into the man-
or different sized fittings to prevent mounting back- ifold or intake port. Injectors are never operated at a
wards. Filters are normally replaced after a given 100% duty cycle. “On” time is called “pulse width”;
number of kilometres or whenever major service is the longer the pulse width, the greater the fuel flow;
performed, e.g., fuel pump replacement or injector “on” time is usually in the 5 to 15 millisecond range.
cleaning. Fuel system pressures must be released
and the fuel tank cap removed before loosening filter
lines. Pressurized fuel can spray for a long distance,
Port Injection
causing personal injury or a fire. Port injection systems used on gasoline-powered en-
gines inject a fine mist of fuel into the intake mani-
fold just above the intake valve. The pressure in the
Fuel Rail (Port Injection)
intake manifold is below atmospheric pressure on a
The fuel rail (or ring) acts as a manifold supplying running engine, and the manifold is therefore a vac-
fuel to each injector. See Figure 29–4. It also acts uum. See Figure 29–6.
as a mounting point for the fuel-pressure regula- One major advantage of using port injection in-
tor. Some domestic vehicles have the regulator riv- stead of the simpler throttle-body injection is that in-
eted to the fuel rail; both are supplied if either take manifolds on port-injected engines only contain
needs replacing. The fuel injectors are sealed with air, not a mixture of air and fuel. No pre-heating of
O rings where they mount to the rail; the O rings the manifold is required to vaporize the fuel. This al-
should be replaced whenever the rail is removed lows a cooler charge of intake air, which increases
from the injectors. power. Another advantage is the equal volume of
Domestic fuel rails usually have a fuel-pressure fuel provided to each cylinder. These “dry” manifolds
test fitting (Schrader valve) mounted on the rail, also allow the engine design engineer the opportu-
which makes servicing much easier. Many imported nity to design long, tuned intake-manifold runners
vehicles do not use Schrader valves and require spe- that help the engine produce increased torque at
cial adaptors to test system pressures and fuel volume. lower engine speeds.
672 CHAPTER 29

Figure 29–5 Cross-section of a typical port fuel-injection nozzle assembly. These injectors are serviced as an assembly
only; no part replacement or service is possible other than cleaning or external O-ring replacement. Contamination at the
needle valve area is a common problem, especially with older type injectors. Later injectors, called deposit-resistant, changed
the tip design to reduce the formation of injector deposits.

Figure 29–6 A typical port-injection system squirts fuel

into the low pressure (vacuum) of the intake manifold,
about 75 mm (3 in.) from the intake valve. A buildup of
soft carbon on the intake valve often resulted from this
design. The petroleum industry responded in the mid-
1990s by increasing the percentage of detergent in
gasoline. The detergent also reduced injector
contamination.

manifold vacuum is very strong and a given

NOTE: Some port-injection systems used on engines
amount of fuel flows. As the throttle opens, mani-
with four or more valves per cylinder may use two in-
jectors per cylinder. One injector is used all the time, fold vacuum diminishes (pressure in the manifold
and the second injector is operated by the computer rises) and less fuel will flow because of the higher
when high engine speed and high-load conditions are pressure at the injector tip. Vacuum-modulated
detected by the computer. Typically, the second injector pressure regulators increase fuel pressure about
injects fuel into the high-speed intake ports of the man- 35 kPa (5 psi) as the throttle is opened. See Figure
ifold. This system permits good low-speed power and 29–7. This compensates for the increase in mani-
throttle response as well as superior high-speed power. fold pressure.
Any excess fuel not injected into the engine re-
Fuel Pressure Regulator: turns to the tank via a return line.
The pressure regulator also prevents fuel pres-
Port Injection
sure from bleeding into the return line when the en-
Fuel injectors that inject fuel into the intake port gine is shut off; this maintains pressurized fuel at
are influenced by intake manifold vacuum. At idle, the rail and injectors for faster starting.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 673

Sequential injection has a number of advan-

tages over simultaneous injection: 1) Emissions
are reduced during low RPM and idle conditions.
2) It works with waste spark ignitions that fire the
spark plug every revolution. 3) OBD II systems
have the ability to cancel fuel delivery to any cylin-
der that is misfiring. This protects the catalytic
converter.
Many imported vehicles use a resistor, which re-
duces the voltage at the injectors to approximately
one-quarter of source voltage. This allows the use of
low resistance injectors, which improves injector re-
sponse. Domestic vehicles operate the injectors at
source voltage and regulate injector response with
the PCM.
Overspeed protection is also built into most com-
puter programs. If the engine is operated above red
line or is over-revved in neutral, the computer cuts
Figure 29–7 The vacuum-modulated pressure regulator off every second injector (or similar strategy) to bring
controls system fuel pressure with a spring-loaded the RPM down to a safe level.
diaphragm. (a) Strong manifold vacuum (closed throttle)
works against the spring and fuel pressure decreases. (b) As Fuel Pump Electrical Circuits
manifold vacuum drops (throttle opens), full spring pressure
is now exerted on the diaphragm and fuel pressure rises. The computer usually controls the operation of the
(Courtesy DaimlerChrysler Corporation) electric fuel pump, located in (or near) the fuel tank.
When the ignition switch is first turned on, the com-
puter energizes the fuel pump relay and the pump
Injector Firing Strategy operates. See Figure 29–9. If the computer does not
Fuel injectors have a number of operating strate- receive a signal that the engine is rotating, the pump
gies. They can all be fired at the same time (see Fig- will be shut off after 2 to 3 seconds. When the com-
ure 29–8) with only one driver transistor. This is puter receives information that the engine is being
known as simultaneous injection; it is not timed. cranked, or has started, it continues to energize the
Some systems operate with two driver transistors; fuel pump. The signal may come from one or more of
half of the injectors fire on one revolution, the other the following:
half fire on the second revolution; they also are not
timed. Sequential injection, which requires a sepa- ■ Movement inside the vane airflow sensor from
rate ground wire and transistor for each injector air entering the engine.
(ground side controlled), is timed. Injection usually ■ Oil pressure is noted at the oil pressure sender.
occurs at the end of the exhaust stroke as the in- ■ An ignition tach signal (RPM) is present; this is
take valve is opening. the most common.

Figure 29–8 Wiring schematic

for a simultaneous injection
system. (Courtesy Toyota
Canada Inc.)
674 CHAPTER 29

Figure 29–9 Schematic of a Ford

fuel pump electrical circuit. After
2 to 3 seconds of pump operation,
the computer (ECA) must receive
an ignition signal (indicating the
engine is rotating) or it will shut
down the fuel pump relay. Note
the inertia safety switch in the
pump circuit. (Courtesy Ford
Motor Co.)

Figure 29–10 The inertia switch is used to shut off the electric fuel pump in case of an accident. Do not reset the switch
before checking for fuel leaks at the tank, lines, or engine compartment. (Courtesy Ford Motor Co.)

ting off power to the pump. The switch is reset man-

NOTE: This is a safety feature: if the engine stalls and ually by depressing the reset button. Switch loca-
the tachometer (engine speed) signal is lost, the com- tions vary between vehicles; the switch may be in the
puter will shut off (de-energize) the fuel pump relay
trunk, on the firewall or behind a kick panel. Check
and stop the fuel pump.
the manual for location.

Inertia Safety Switch

THROTTLE BODY INJECTION
Ford, Jaguar and Fiat use an inertia switch in the
fuel pump circuit to shut off the fuel pump in case of Throttle-body injection (TBI) is also known as Cen-
an accident. See Figure 29–10. A permanent magnet tral Fuel Injection (CFI) or Single-Point Injection.
holds a steel ball in place; if an accident, or sharp im- Throttle-body type of fuel injection uses one or two in-
pact, occurs, the steel ball breaks free and strikes a jectors (nozzles) to spray atomized fuel into the throt-
target plate, which opens the switch contacts, shut- tle body, which is similar to the base of a carburetor.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 675

Figure 29–11 Fuel is injected

above the throttle plate in this
CFI system. The pressure
regulator is not vacuum-
modulated, as intake manifold
vacuum does not have a major
influence on injection rates.
(Courtesy Ford Motor Co.)

Figure 29–12 Fuel delivery and return lines on this TBI system are similar to port fuel injection. (Courtesy General
Motors)

Air and fuel mix in the throttle-body unit and flow as A typical TBI system uses a throttle-position (TP)
a mixture down the intake manifold to the intake sensor and an idle air-control (IAC) valve. The TP is
valves. See Figure 29–11. The fuel pump, filter, and an input to the computer and the IAC is an output
lines are essentially the same as port injection. See from the computer. The throttle-body injection unit
Figure 29–12. Because fuel is injected above the costs less to manufacture, because it only uses one or
throttle plate, intake manifold vacuum has no major two injectors (nozzles), whereas port-injection systems
influence on the injector. Fuel pressure regulators are require an injector for every cylinder plus the addi-
not vacuum-modulated; fuel pressure is constant at tional computer capabilities to control all the injectors.
70 to 105 kPa (10 to 15 psi) depending on the model. Throttle body injection provides better driveabil-
The ball-type tip of the TBI/CFI fuel injector is ity and fuel economy than a mechanical (or electron-
much larger than the needle tips of port injectors ically controlled) carburetor, however all of the dis-
and it is prone to drip after the engine is shut off. See tribution and vaporization problems associated with
Figure 29–13. Some TBI pressure regulators (GM, carburetted systems apply, as both air and fuel flow
Renault) have a bleed groove built into the pressure- through the manifold. Unlike a port-injection sys-
regulator valve seat to relieve fuel pressure after the tem, many TBI units require that heated air be used
engine is turned off. Be aware of this condition when with a heated intake manifold system to help vapor-
testing residual fuel pressure; there will be no pres- ize the fuel that is injected into the incoming air in-
sure remaining after a few seconds. side the throttle-body unit.
676 CHAPTER 29

Figure 29–13 A low-pressure TBI/CFI fuel injector feeds all cylinders

compared to a port fuel injector, which feeds only one cylinder. The
larger ball-type injector tip is prone to leak or drip when the engine has
been shut off. (Courtesy Ford Motor Co.)

BOSCH CONTINUOUS
INJECTION (CIS)
Bosch continuous injection systems are also known as
K-Jetronic injection: K stands for konstant in Ger-
man. They are found on many 1970s to 1990s Euro-
pean vehicles (i.e., Audi, BMW, Mercedes, Volkswagen
and Volvo, never on Asian or domestic automobiles).
Early CIS systems were mechanically operated;
there is no computer. See Figure 29–14. Later systems,
known as CIS-E, used a computer, a lambda (oxygen)
sensor and a frequency valve to trim fuel mixtures.
The frequency valve changes internal fuel pressures
inside the fuel distributor to vary the mixture.

Figure 29–14 Schematic of a Bosch CIS mechanical injection system. These units are found only on European vehicles.
(Courtesy Robert Bosch)
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 677

System Operation CENTRAL PORT INJECTION

Filtered fuel is pumped to the lower chamber of the
The General Motors CPI system is a combination of
mixture control unit where it is regulated to about
a single electronic TBI-type injector and mechanical
500 kPa (75 psi) by the pressure regulator. Excess
spring-loaded fuel injectors. See the manifold design
fuel is returned to the tank.
in Chapter 9, Figure 9–42A.
Basic fuel control begins with an airflow sensor
The CPI fuel system is located inside a two-piece
plate mounted next to the mixture control unit. Air
split intake manifold. Fuel arriving at the CPI unit
entering the engine lifts the sensor plate; the
is regulated by a built-in pressure regulator that
greater the flow of air, the higher the plate is lifted.
returns unused fuel to the tank. The single maxi-
The arm on the airflow sensor plate contacts a fuel
injector (computer activated) injects fuel into a base,
control valve called a control plunger. As the sensor
which contains six nylon tubes connected to six ny-
plate lifts, it pushes on the control plunger, which
lon fuel injectors (poppet nozzles). Fuel pressure at
also lifts, increasing fuel delivery. See Figure 29–15.
the injectors overcomes spring tension and fuel is in-
Fuel flows from the mixture control unit to spring-
jected into the ports. See Figure 29–16.
loaded mechanical fuel injectors that open automat-
ically when fuel pressure reaches 330 kPa (50 psi).

Figure 29–15 Fuel delivery in a

Bosch CIS fuel distributor is metered
by a control plunger, which is lifted
by airflow at the sensor plate.
(Courtesy Robert Bosch)

Figure 29–16 Central port injection (CPI) operation. (Courtesy General Motors)
678 CHAPTER 29

Later designs use separate injector solenoids the tank, other than a single fuel line, rail, and in-
for each poppet valve, rather than a single maxi- jectors. See Figure 29–18. The extra computing
injector. These systems are used primarily with V- memory of the OBD II processor allows fuel volume
6 and V-8 light truck engines. to be tailored to demand, regardless of changes in
manifold vacuum.
Removing the rear seat (or trunk mat) and service-
RETURNLESS FUEL INJECTION hole cover allows access to the unit without remov-
ing the tank in most instances.
The most common injection system found from the DaimlerChrysler was one of the first (mid-1990s)
mid 1990s to date is returnless fuel injection. An to use returnless injection with their V-8 and V-10
in-tank fuel pump module contains the pump, fil- engines. Since then it has been adopted by many do-
ter, pressure regulator, and fuel gauge, all in one mestic and import manufacturers and has become
unit. See Figure 29–17. There is nothing outside the standard around the world.

Figure 29–17 The fuel pump, gauge, and pressure regulator are all mounted
inside the tank with returnless fuel injection. (Courtesy Toyota Canada Inc.)
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 679

Figure 29–18 Fuel rails with returnless fuel

injection contain an inlet fitting and
pressure-gauge port. There is no return
line. Pressure remains constant at 275 kPa
(40 psi). (Courtesy DaimlerChrysler
Corporation)

DIRECT FUEL INJECTION

A few Asian manufacturers—Mitsubishi, Toyota,

T E C H T I P ✔
and Isuzu—are using gasoline direct injection (GDI)
with selected models. GDI sprays high-pressure fuel No Spark, No Squirt
(8000 to 13 000 kPa, 1200 to 1950 psi) into the com- Most electronic fuel-injection computer systems use the
bustion chamber as the piston approaches the top of ignition primary (pickup coil or crank sensor) pulse as the
the compression stroke. See Figure 29–19. trigger for when to inject (squirt) fuel from the injectors
The combination of high-pressure swirl injec- (nozzles). If this signal were not present, no fuel would be
tors, with almost instant vaporization, and modified injected. Because this pulse is also necessary to trigger
combustion chamber and port design allows the en- the module to create a spark from the coil, it can be said
gine to run with a much leaner air/fuel mixture than that “no spark” could also mean “no squirt.” Therefore, if
conventional intake port injection. Fuel economy has the cause of a no-start condition is observed to be a lack
shown a major improvement and engine emissions of fuel injection, do not start testing or replacing fuel-
have been reduced. system components until the ignition system is checked
Lean-burn engines traditionally lower hydrocar- for proper operation.
bon (HC) and carbon monoxide (CO) emissions; how-
ever, oxides of nitrogen (NOx) emissions rise because
of the elevated combustion temperatures created by
■ Check the condition of all vacuum hoses. Replace
lean mixtures. Increasing the amount of exhaust gas
(EGR) fed into the incoming air and a special cat- any hose that is split, soft (mushy), or brittle. Be
alytic converter reduces NOx to a very low level. It is sure to use the correct type of hose designed for
expected that GDI engines will become more com- use on a vacuum system. Using fuel line hose
mon as emission and fuel economy standards become instead of vacuum hose can cause the hose to be
more stringent. sucked closed, creating more problems. This is
especially true for the PCV valve hose.
■ Check the positive crankcase ventilation (PCV)
Diagnosing Electronic valve for proper operation or replacement as
Fuel-Injection Problems needed.
Using Visual Inspection
All fuel-injection systems require the proper amount NOTE: The use of an incorrect PCV valve can cause a
of clean fuel delivered to the system at the proper rough idle or stalling.
pressure and the correct amount of filtered air. The
following items should be carefully inspected before ■ Check all fuel-injection electrical connections for
proceeding to more detailed tests. corrosion or damage.
■ Check for gasoline at the vacuum port of the fuel
■ Check the air filter and replace as needed. pressure regulator if the vehicle is so equipped.
■ Check the air induction system for obstructions. Gasoline in the vacuum hose at the fuel pressure
680 CHAPTER 29

Figure 29–19 Gasoline direct injection (GDI). Note the high-pressure swirl fuel injector at the combustion chamber.
(Courtesy Toyota Canada Inc.)

T E C H T I P ✔
The Ear Test
No, this is not a test of your hearing, but rather using your
ear to check that the electric fuel pump is operating. The
electric fuel pump inside the fuel tank is often difficult to
hear running, especially in a noisy shop environment. A
commonly used trick to better hear the pump is to use a
funnel in the fuel filter neck.

regulator indicates that the regulator is defective Figure 29–20 The vane airflow meter plate should open
and requires replacement. with light pressure to the fully open position and return to
rest without dragging or binding. Many European and Asian
Test Connectors vehicles (to mid-1990s) also incorporate fuel-pump safety
Many vehicles have test procedures that allow the contacts; opening the plate with a finger (engine key “on”) will
technician to operate the electric fuel pump without activate the fuel pump. Domestic vehicles with this type of
starting the engine; these vary between makes, but meter use a tach signal, instead of contacts, for pump control.
the following is typical: (Courtesy Robert Bosch)

■ Open the meter plate at the vane airflow sensor. ■ Power the test connector (powers the fuel pump).
See Figure 29–20. ■ Activate the fuel pump relay with a scan tool.
■ Jumper two test terminals at the airflow sensor.
■ Jumper specified terminals at the fuel pump relay. Follow the manufacturer’s instructions exactly; a
■ Ground the fuel-pump test connector (activates wrong connection could ruin the computer, wiring or
the relay). relay. See Figure 29–21.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 681

DIAGNOSTIC STORY

The Quad Four Story

A service technician was diagnosing a rough-running con-
dition on a General Motors Quad Four engine. The pa-
per test indicated a cylinder miss. To help determine
which cylinder was possibly causing the problem, the
technician disconnected the fuel-injector connectors one
at a time. When the injector was disconnected from
cylinder #2, the engine did not change in the way it was
running. A compression test indicated that the cylinder
Figure 29–21 Most General Motors fuel-injected had good compression. The technician removed the igni-
vehicles are equipped with a fuel pump test connector. tion cover and used conventional spark plug wires to
The operation of the fuel pump can be checked by connect the coils to the spark plugs. The technician then
connecting a 12 volt test light to the positive (
) connected short lengths of rubber vacuum hose to each
terminal of the battery and the point of the test light to of the plugs. The technician then touched each rubber
the test connector. Turn the ignition to on (engine off). hose with a grounded test light to ground out each cylin-
The light should either go out or come on for 2 seconds. der. Again, cylinder #2 was found to be completely dead.
This is a simple test to check to see if the computer can Then the technician made a mistake by assuming
control the fuel pump relay. that the fault had to be a defective fuel injector. A re-
placement fuel injector did not solve the problem. Fur-
ther testing of the injectors revealed that injector #3
was shorted. Because both injectors #2 and #3 share
the same driver inside the computer, the injector that
Port Fuel-Injection was shorted electrically required more current than the
System Diagnosis normal good injector. Because the computer driver cir-
To determine if a port fuel-injection system, includ- cuit controls and limits current flow, the defective
ing the fuel pump, injectors, and fuel pressure regu- (shorted) injector would fire (squirt), whereas the good
lator, are operating okay, follow these steps: injector did not have enough current to work.

1. Attach a fuel pressure gauge to the Schrader CAUTION: The use of fuel-injector cleaner may damage
valve on the fuel rail. the electrical windings of the fuel injector. Gasoline flows over
the copper coil windings of an injector to help keep it cool. If
a strong solvent is used in the fuel-injection cleaner,the varnish
NOTE: Some fuel rails may not have a Schrader
insulation on the coil may be damaged. As a result, the coil
valve on the rail and therefore, special adapters may
windings may short against each other, lowering the resistance
be required.
of the injector.

2. Turn the ignition key on or start the engine to

build up the fuel pump pressure (it should be
• Re-energize the electric fuel pump for
about 210 to 350 kPa [30 to 50 psi]).
10 seconds.
3. Wait 20 minutes and observe the fuel pressure
• Clamp the fuel supply line, wait 10 minutes
retained in the fuel rail and note the value.
(see Caution box on the next page). If the
(The fuel pressure should not drop more than
pressure drop does not occur, replace the fuel
140 kPa [20 psi] in 20 minutes.) If the drop is
pump. If the pressure drop still occurs,
less than 140 kPa (20 psi) in 20 minutes,
continue with the next step.
everything is okay. If the drop is greater than
• Repeat the pressure build-up of the electric
140 kPa (20 psi) in 20 minutes, there is a
pump and clamp the fuel return line. If the
possible problem with:
pressure drop time is now okay, replace the
• The check valve in the fuel pump
fuel pressure regulator.
• Leaking injectors
• If the pressure drop still occurs, one or more of
• A defective (leaking) fuel pressure
the injectors is leaking. Remove the injectors
regulator
with the fuel rail and hold over paper. Replace
To determine which unit is defective, perform those injectors that drip one or more drops
the following with the gauges still connected: after 10 minutes with pressurized fuel.
682 CHAPTER 29

T E C H T I P ✔ CAUTION: Do not clamp plastic fuel lines. Connect

shut-off valves to the fuel system to shut off supply and
return lines.
The Electric Fuel Pump Clue
The on-board computer controls the operation of the
electric fuel pump, fuel-injection pulses, and ignition tim-
ing. With a distributorless ignition system, it is difficult at
TESTING FUEL PUMP
times to know what part in the system is not operating if PRESSURE
there is no spark from any of the ignition coils. A fast-
and-easy method for determining if the crankshaft sensor The most common gasoline fuel injection systems op-
is operating is to observe the operation of the electric erate with system pressures ranging from 70 kPa (10
fuel pump. In most electronic fuel-injection systems, the psi) on low pressure TBI/CFI to 350 kPa (50 psi) on
computer will operate the electric fuel pump for only a port injection. There are exceptions, so service speci-
short time (usually about 2 seconds) unless a crank pulse fications should always be checked before starting.
is received by the computer.
Most manufacturers provide a fuel pump test lead Typical System Pressures
with which the technician can monitor the electrical op-
eration of the pump. On most vehicles, if voltage is main- Normal Maximum
tained to the pump during engine cranking for longer Operating Pump Pressure
Pressure kPa (psi) kPa (psi)
than 2 seconds, then the crankshaft sensor is working. If
the pump only runs for 2 seconds then turns off during Low-pressure
cranking of the engine, the crankshaft sensor, wiring, or TBI units 70 kPa (10 psi) 140 kPa (20 psi)
computer may be defective. High- pressure
TBI units 210 kPa (30 psi) 450 kPa (65 psi)

NOTE: Another way of testing is to use a scan tool. If an Port fuel-injection

RPM signal is processed and displayed by the computer, then systems 350 kPa (50 psi) 700 kPa (100 psi)
the crank sensor is functioning. Central port
fuel injection 420 kPa (60 psi) 700 kPa (100 psi)
Bosch K-Jetronic
(mechanical) 525 kPa (75 psi) 700 kPa (100 psi)
Returnless
injection 280 kPa (40 psi) 550 kPa (80 psi)

DIAGNOSTIC STORY Maximum fuel pressure should never be

reached provided the fuel pressure regulator is op-
erating and there is no blockage in the filter or lines;
The Rich-Running Chrysler
blockage before the gauge test fitting may not show
A four-cylinder Chrysler was running so rich that black a pressure rise at the gauge.
smoke poured from the exhaust all the time. It was Closed loop injection returns excess fuel to the
equipped with a TBI-type fuel-injector system, and the tank. The continuous flow of fuel cools the injector
fuel pressure was fixed at about 260 kPa (38 psi)—the and helps prevent vapour from forming in the fuel
same as the maximum fuel-pump pressure. A replace- system. Although vapour or foaming in a fuel system
ment fuel-pressure regulator did not correct the higher- can affect engine operation, the cooling and lubri-
than-normal fuel pressure. The fuel return line was also cating flow of the fuel helps to ensure the durability
carefully inspected for a kink or other obstruction that of the injector nozzles.
may have caused excessive fuel pressure. The technician Returnless injection systems cycle any excess fuel
discovered the root cause of the problem to be a stuck at the regulator inside the tank. The fuel is not ex-
shuttle valve, a part of many Chrysler TBI systems used posed to high underhood temperatures (until it is
to close off the fuel return to the tank to keep the pres- used at the injectors) or heated by pumping it through
sure high, permitting faster restarts when the engine is the rail and back to the tank; the fuel remains cool.
hot. The shuttle valve simply slides downward on an in- To measure fuel-pump pressure, locate the
cline to close off the fuel regulator return passage. The Schrader valve, if equipped, or install a suitable adap-
technician removed the shuttle valve and cleaned it. Ve- tor. Attach a fuel pressure gauge as shown in Figure
hicle operation then returned to normal and both the 29–22. Check the pressure while the engine idles. The
technician and the customer were satisfied that a low fuel pressure should remain constant on all systems
cost and fast solution was found. other than vacuum modulated port fuel injection where
pressures vary with changes in manifold vacuum.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 683

Figure 29–22 A fuel pressure gauge connected to the fuel

pressure tap (Schrader valve) on a port-injected V-6 engine.

Port Fuel-Injection Pressure

Regulator Diagnosis
Most port fuel-injected engines use a vacuum hose
FUEL
connected to the fuel pressure regulator. At idle, the PRESSURE
pressure inside the intake manifold is low (high vac- REGULATOR
uum). Intake manifold vacuum is applied above the
diaphragm inside the fuel pressure regulator. This
reduces the pressure exerted on the diaphragm and
results in a drop (about 35 kPa or 5 psi) in fuel pres-
sure applied to the injectors. To test a vacuum-
controlled fuel pressure regulator, follow these steps:
Figure 29–23 If the vacuum hose is removed from the fuel
1. Connect a fuel pressure gauge to monitor the pressure regulator when the engine is running, the fuel
fuel pressure. pressure should increase. If it does not increase, then the fuel
2. Locate the fuel pressure regulator and pump is not capable of supplying adequate pressure or the
disconnect the vacuum hose from the regulator. fuel pressure regulator is defective. If gasoline is visible in the
vacuum hose, the regulator is leaking and should be replaced.
NOTE: If gasoline drips out of the vacuum hose when
removed from the fuel pressure regulator, the regulator
is defective and will require replacement.
All fuel must be filtered to prevent dirt and im-
purities from damaging the fuel-system components
3. Using a hand-operated vacuum pump, apply and/or engine. The first filter (sock) is inside the gas
vacuum, about 500 mm (20 in.) Hg to the tank and is usually attached to the fuel pump (if the
regulator. The regulator should hold vacuum. If pump is electric) and/or fuel-gauge sending unit. The
the vacuum drops, replace the fuel pressure main fuel filter is usually located between the fuel
regulator. See Figure 29–23. tank and the fuel rail or inlet to the fuel-injection
4. With the engine running at idle speed, reconnect system. For long engine and fuel-system life and op-
the vacuum hose to the fuel pressure regulator timum performance, the main fuel filter should be
while watching the fuel pressure gauge. The fuel replaced every year or every 24 000 km (15 000 mi).
pressure should drop (about 35 kPa, 5 psi) when Consult vehicle manufacturers’ recommendations
the hose is reattached to the regulator. for exact time and kilometre (mileage) intervals.
If the fuel filter becomes partially clogged, the
Testing Fuel-Pump Volume following are likely to occur:

Fuel pressure alone is not enough for proper engine 1. There will be low power at higher engine
operation. Sufficient fuel capacity (flow) must be at speeds. The vehicle usually will not go faster
least 1 litre (2 pints) per minute (0.5 litre or 1 pint than a certain speed (engine acts as if it has a
in 30 seconds). built-in speed governor).
684 CHAPTER 29

T E C H T I P ✔
Stethoscope Fuel Injection Test
A commonly used test for injector operation is to listen
to the injector with a stethoscope while the engine is op-
erating at idle speed. See Figure 29–24. All injectors
should produce the same clicking sound. If any injector
sounds different from the others, further testing or re-
placement may be necessary. All injectors should make a
“clicking” sound. If any injector makes a “clunking” or
“rattling” sound, it should be tested further or replaced.
With the engine still running, place the end of the stetho-
scope probe to the return line from the fuel pressure reg-
ulator. See Figure 29–25. The sound of fuel should be Figure 29–24 All fuel injectors should make the same
heard flowing back to the fuel tank. If no sound of fuel is sound with the engine running at idle speed. A lack of
heard, then the fuel pump, fuel filter, or the fuel pressure sound indicates a possible electrically open injector or a
regulator is at fault. break in the wiring. A defective computer could also be the
cause of a lack of clicking (pulsing) of the injectors.
2. The engine will cut out or miss on acceleration,
especially when climbing hills or during heavy- FUEL
load acceleration. PRESSURE
REGULATOR
A weak or defective fuel pump can also be the cause
of the symptoms just listed. If an electric fuel pump for
a fuel-injected engine becomes weak, the engine may
also be hard to start, or it will idle rough or stall. FUEL
RETURN
LINE TO
CAUTION: Be certain to consult the vehicle manu- TANK
facturer’s recommended service and testing procedures
before attempting to test or replace any component of a
high-pressure electronic fuel-injection system.

NOTE: Most electric fuel pumps have a life ex-

pectancy of about 160 000 km (100 000 mi) before re-
placement. The usual cause of failure is brush wear at
the commutator. Some manufacturers are now using
brushless, permanent magnet fuel pumps, which pro-
vide a major improvement in service life. Figure 29–25 Fuel should be heard returning to the fuel
tank at the fuel return line if the fuel pump and fuel
pressure regulator are functioning correctly.
SAFETY TIP
T E C H T I P ✔
The arcing of the electric current from the fuel pump
brushes to the armature commutator will not cause a Fuel-system pressure is controlled by a fuel pressure reg-
gasoline fire or explosion, as there is insufficient oxygen ulator at the fuel rail or throttle body. A restricted fuel
in the pump while it is mounted on the vehicle. filter or line will cause fuel pressure to increase, up to 700
This is not true if the pump has been removed from kPa (100 psi) in some cases. The fuel pump slows down
the vehicle; any remaining fuel vapours will mix with air if because of the added load and usually becomes noisier. A
the pump is electrically activated (tested) off the vehicle. complaint of “whining noise in the rear” could be cor-
The pump could explode! Always follow the manufactur- rected by replacing the fuel filter. A fuel volume test (af-
ers’ procedures when testing pumps. ter the filter) will verify the diagnosis.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 685

NOTE: The term noid is simply an abbreviation of the

word solenoid. Injectors use a movable iron core and
are therefore a solenoid. Therefore, a noid light is a re-
placement for the solenoid (injector).

Possible noid light problems and causes include

the following:
1. The light is off and does not flash. The
problem is an open in either the power side or
ground side (or both) of the injector circuit.
2. The noid light flashes dimly. A dim noid light
(a) indicates excessive resistance or low voltage
available to the injector. Both the power and
ground side must be checked.
3. The noid light is on and does not flash. If
the noid light is on, then both a power and a
ground are present. Because the light does not
flash (blink) when the engine is being cranked or
started, then a short-to-ground fault exists
either in the computer itself or in the wiring
between the injector and the computer.

Checking Fuel-Injector Resistance

Each port fuel injector must deliver an equal
amount of fuel or the engine will idle rough or per-
form poorly.
(b) The electrical balance test involves measuring
the injector coil-winding resistance. For best engine
Figure 29–26 (a) Noid lights are usually purchased as an operation, all injectors should have the same electri-
assortment so that one is available for any type or size of cal resistance. To measure the resistance, carefully
injector wiring connector. (b) The connector is unplugged release the locking feature of the connector and re-
from the injector and a noid light is plugged into the move the connector from the injector.
injector connector. The noid light should flash when the Always check the service information for the ex-
engine is being cranked if the power circuit and the pulsing act specifications for the vehicle being checked.
to ground by the computer are functioning correctly.
NOTE: Some engines require specific procedures to
gain access to the injectors. Always follow the manu-
facturers’ recommended procedures.

With an ohmmeter, measure the resistance

Testing for an Injector Pulse across the injector terminals. Be sure to use the low-
One of the first checks that should be performed ohms feature of the digital ohmmeter to be able to
when diagnosing a no-start condition is whether read in tenths (0.1) of an ohm. See Figures 29–27 and
the fuel injectors are being pulsed by the com- 29–28. Subtract the lowest reading injector from the
puter. Checking for proper pulsing of the injector highest. For example,
is also important in diagnosing a weak or dead Highest-resistance injector  17.4 ohms
cylinder.
A noid light is designed to electrically replace  Lowest-resistance injector  17.2 ohms
the injector in the circuit and to flash if the injector Difference  0.2 ohms
circuit is working correctly. See Figure 29–26. To
use a noid light, disconnect the electrical connector Acceptable maximum differences should be
at the fuel injector and plug the noid light into the limited to 0.3 to 0.4 ohms. A greater difference in
injector harness connections. Crank or start the en- resistance indicates a possible problem. Further
gine. The noid light should flash regularly. testing should be performed. The resistance of the
686 CHAPTER 29

Figure 29–27 Connections and settings necessary to measure fuel-injector resistance.

(Courtesy of Fluke Corporation)

injectors should be measured twice—once when

the engine (and injectors) are cold and once after
the engine has reached normal operating temper-
ature. If any injector measures close to or over
1.0 ohm different from the others, it must be re-
placed after making certain that the terminals of
the injector are electrically sound.

Measuring Resistance
of Grouped Injectors
Many vehicles are equipped with a port fuel-
injection system that fires two or more injectors at
a time. For example, a V-6 may group all three in-
Figure 29–28 To measure fuel-injector resistance, a jectors on one bank to pulse on at the same time,
technician constructed a short wiring harness with a then the other three injectors will be pulsed on.
double banana plug that fits into the V and COM terminals This sequence alternates. To measure the resis-
of the meter and an injector connector at the other end. tance of these injectors, it is often easiest to mea-
This setup makes checking resistance of fuel injectors sure each group of three that is wired in parallel.
quick and easy. The resistance of three injectors wired in parallel
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 687

MAP SENSOR INTAKE MANIFOLD

tance. If both groups measure 4 ohms, then it is
likely that all six injectors are okay. However, if one
group measures only 2.9 ohms and the other group
INJECTOR
WIRING measures 4 ohms, then it is likely that one or more
CONNECTOR fuel injectors are defective (shorted). This means
that the technician now has reasonable cause to re-
move the intake manifold to get access to each injec-
tor for further testing. See Figure 29–29.

Pressure-Drop Balance Test

The pressure balance test involves using an electri-
cal timing device to pulse the fuel injectors on for a
given amount of time (usually 500 milliseconds)
and observing the drop in pressure that accompa-
nies the pulse. If the fuel flow through each injector
Figure 29–29 The fuel injector wiring connector on this is equal, the drop in pressure in the system will be
General Motors 3.1-litre V-6 is hidden and attached to the equal. Most manufacturers recommend that the
rear of the intake manifold. Both groups of three injectors pressures be within about 10 kPa (1.5 psi) of each
can be easily measured using an ohmmeter. Both groups of other for satisfactory engine performance. This test
injectors should measure within 0.5 ohm of each other. method not only tests the electrical functioning of
the injector (for definite time and current pulse) but
also tests for mechanical defects that could affect
is one-third of the resistance of each individual in- fuel flow.
jector. For example,
Scope Testing Fuel Injectors
Injector resistance 12 ohms
Three injectors in parallel 4 ohms A scope such as a digital storage oscilloscope (DSO)
can be attached to the pulse side of the injector and
A V-6 has two groups of three injectors. There- the waveform checked and compared to a known-
fore, both groups should measure the same resis- good pattern. See Figures 29–30 and 29–31.

Figure 29–30 The injector on-time is called the pulse width. (Courtesy of Fluke
Corporation)
688 CHAPTER 29

Figure 29–31 A typical peak and hold

fuel-injector waveform. Most fuel
injectors that measure less than 6 ohms
will display a similar waveform.
(Courtesy of Fluke Corporation)

Figure 29–32 Fuel-injector cleaner is fed into the fuel system with this
cleaning unit; shop air is attached to the regulator fitting. Aerosol cans,
already pressurized and containing pre-mixed cleaner, are also used; however,
they contain less cleaner and are often more expensive. (Courtesy OTC
Division, SPX Corporation)

CLEANING FUEL INJECTORS and adjust the container pressure to 35 kPa (5 psi)
lower than the fuel-injection-system operating
Most fuel injectors can be cleaned on the vehicle by pressure. TBI/CFI systems operate with low pres-
feeding injector-cleaning liquid into the fuel rail, or sures; a 15 kPa (2 psi) lower setting is fine with
TBI/CFI test port while the engine is running. these units.
One common piece of equipment is shown in Hang the cleaning unit under the hood and at-
Figure 29–32. Liquid cleaner, which may require tach the supply hose to the Schrader valve (or adap-
diluting with gasoline, is poured into the container tor) on the fuel rail or as directed in the operating in-
after the top has been unscrewed. The top, con- structions. Disconnect the wiring to the electric fuel
taining an adjustable air pressure regulator, is re- pump on the vehicle. Block the fuel return line by
installed and a shop air hose is attached to the clamping, if rubber, or by installing a shut-off valve
regulator. Ensure that the shut-off valve is closed if plastic or plastic-lined. See Figure 29–33.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 689

Figure 29–33 Typical hookup for on-vehicle injector cleaning. Note the blocked fuel return line
and the unplugged wiring to the fuel pump. (Courtesy OTC Division, SPX Corporation)

Frequently Asked Question ???

If Three Out of Six Injectors
Are Defective, Should I Also Replace
the Other Three?
This is a good question. Many service technicians recom-
mend that the three good injectors also be replaced
along with the other three that tested as being defective.
The reasons given by these technicians include:
• All six injectors have been operating under the same
fuel, engine, and weather conditions.
• The labour required to replace all six is just about the
same as replacing only the three defective injectors.
Figure 29–34 A set of six new injectors.
• Replacing all six at the same time helps ensure that
all of the injectors are flowing the same amount of
fuel so that the engine is operating most efficiently.
Remember always to keep a fire extinguisher,
With these ideas in mind, the customer should be in-
(suitable for gasoline) on hand whenever working
formed and offered the choice. Complete sets of injec-
with fuel injection.
tors such as those in Figure 29–34 can be purchased at a
reasonable cost.
IDLE AIR SPEED CONTROL

Open the shut-off valve, start the engine and let On an engine equipped with fuel injection (TBI or
it run until the container runs out of fluid. Some man- port injection), the idle speed is controlled by in-
ufacturers recommend a fast idle only; others run the creasing or decreasing the amount of air bypassing
engine at various speeds. Remove the equipment, re- the throttle plate. Again, an electronic stepper motor
connect the pump, remove the return line shut-off, is used to maintain the correct idle speed. This con-
restart the engine and check the injector operation. trol is often called the idle air control (IAC). See
Cleaning the injectors on the vehicle will usually Figures 29–35 through 29–37.
correct leaking or contamination at the injector tip; When the engine stops, most IAC units will ex-
if this operation is not successful, the injectors must tend the conical valve until the valve bottoms in
be removed for electronic cleaning (high frequency the air bypass passage. The computer notes this
vibration) or replacement. position and then moves the valve outward to get
690 CHAPTER 29

Figure 29–36 A typical IAC.

Figure 29–37 Some idle air control units are purchased

Figure 29–35 An idle air control (IAC) controls idle with the housing as shown. Carbon buildup in these
speed by controlling the amount of air that passes around passages can cause a rough or unstable idling or stalling.
the throttle plate. More airflow results in a higher idle
speed. (Courtesy of Fluke Corporation)
THROTTLE BODIES:
PORT FUEL INJECTION
ready for the next engine start. When the engine Throttle Body Icing
starts, the engine speed is high to provide for
proper operation when the engine is cold. Then, as Port fuel injection manifolds are not heated; air only
the engine gets warmer, the computer reduces en- passes through the runners. Under certain low tem-
gine idle speed gradually by reducing the number perature, high humidity conditions, moisture in the
of counts or steps commanded by the IAC. incoming air will freeze at the throttle plate area of
When the engine is warm and restarted, the idle the throttle body. Many current throttle bodies in-
speed should momentarily increase, then decrease to corporate a pocket, or passage, for engine coolant to
normal idle speed. This increase and then decrease in warm the body. See Figure 29–38.
engine speed is often called an engine flare. If the en-
gine speed does not flare, then the IAC may not be Electronic Throttle Control
working (it may be stuck in one position).
Some air control valves (Ford, Hitachi) can be re- Most electronic throttle control systems do not use a
moved and disassembled for cleaning. Never use liq- throttle cable. An electric motor on the side of the
uid cleaners on electrical components or plastic con- throttle body operates the throttle plate when com-
trol valves as damage can occur. manded by the PCM. An accelerator position sensor at
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 691

Figure 29–38 This electronic throttle body uses engine coolant to prevent throttle plate icing. Note the location of the
throttle control motor and position sensor. (Courtesy Toyota Canada Inc.)

the accelerator pedal sends a signal to the PCM, which ■ Hesitation during acceleration
in turn, adjust the throttle motor to match the driver’s ■ Higher than normal IAC counts as displayed on
input. The throttle position sensor on the throttle body a scan tool.
sends throttle angle information to the PCM.
Electronic throttles originated with traction See Figures 29–40 and 29–41.
control systems where the computer reduces throt-
tle opening when wheel spin is detected. Since
then, it has become common with or without trac- FALSE AIR
tion control.
Conditions of excessive RPM or engine overheat- Speed density fuel injection relies on information
ing may also trigger reduced throttle opening. typically from MAP, CTS, ACT, RPM, and TPS for cal-
culating fuel delivery. An air leak in the hose be-
tween the air cleaner and the throttle body usually
Throttle Plate Contamination will not affect driveability.
The positive crankcase ventilation (PCV) system The opposite is true with mass-air systems; any
picks up ventilating air, usually between the mass air leaks could change the mass airflow sensor read-
airflow sensor and the throttle plate. See Figure ing and cause hard starting and rough running. This
29–39. Crankcase fumes often backfeed into the usually occurs during open loop operation when fuel
throttle body causing a buildup of deposits at the is not being trimmed by the oxygen sensor. See Fig-
throttle plate and bore. These deposits are normally ures 29–42 and 29–43.
removed during regular maintenance service or
when a driveability concern is noted.
The throttle plates of a port fuel-injected engine DIESEL FUEL INJECTION
may require cleaning, especially if the following con-
ditions exist: Diesel injection systems have seen many changes
over the past few years, driven in part by new, more
■ Rough idle stringent emissions regulations and a call for in-
■ Stalling creased economy. Earlier systems used a mechanical
■ Surging at idle fuel injection pump to meter fuel delivery; however,
692 CHAPTER 29

Figure 29–39 Airflow through the positive crankcase ventilation (PCV) system.
Note the closure hose at the front cam cover; blow-by gases may back-flow into
the air intake under certain driving conditions, i.e., full-throttle, high RPM
operation. (Courtesy Toyota Canada Inc.)

(a) (b)

Figure 29–40 (a) Dirty throttle plate. This throttle plate was so dirty that the technician removed the entire throttle body
to be sure it was thoroughly cleaned. (b) Most throttle plates can be cleaned on the vehicle using a brush and throttle body
cleaner. Be sure the cleaner is safe for oxygen sensors.

Figure 29–41 Some vehicles, such as this Ford, have

labels on the throttle body warning not to clean the
throttle plates. A slippery coating is placed on the throttle
plate and throttle bore that prevents deposits from
sticking. Cleaning this type of housing can remove this
protective coating.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 693

Figure 29–42 Schematic of a General Motors 2.8 litre gasoline fuel injection system with a mass airflow sensor.
Many European and Asian vehicles use a cold-start fuel injector (as does this vehicle); however, cold-start injectors
are not common in domestic vehicles, which typically use a major increase in injector pulse-width (“on” time) or a
primer pulse (extra injector pulse) for cold engine starting. (Courtesy General Motors)

this did not allow the precise control required to ■ Lift pump—Transfers fuel from the fuel tank,
meet new standards. Electronic systems were intro- through the fuel filter and on to the delivery
duced in the mid to late 1990s. We will start with system. This may be an electric pump or a
conventional fuel injection. mechanical pump driven by the engine.
■ Fuel filter—Very important with a diesel engine
as any small particles or abrasives that get past
CONVENTIONAL the filter may cause damage to the injection
(MECHANICAL) FUEL INJECTION pump or injectors. See Figure 29–45. Hand
priming pumps are often found on the fuel filter;
Conventional fuel injection uses, for the most part, all they are used to remove trapped air from the fuel
mechanical components. There is limited electrical use. system and to force fuel to the injection pump.
Other than glow-plug circuits, solenoids, block heaters, Many late-model systems remove air
and fuel heaters, fuel delivery is governed by a me- automatically.
chanical injection pump. See Figure 29–44. Although ■ Water/fuel separators—Water in the fuel creates
here are variations between makes and engine types, a number of driveability problems as well as
the following is common with most systems. system damage. Water is heavier than diesel fuel
and will accumulate at the bottom of the
■ Fuel tanks—Very similar to gasoline vehicles; separator, where it is drained as part of regular
multiple tanks are often used for long distance maintenance. Some separators have a sensor
vehicles such as vans or pick-up trucks. The fuel that illuminates a warning light on the
supply line in the tank usually contains a pre- instrument panel when the water reaches a
filter to limit large contaminants from entering given level. See Figure 29–46. Many late-model
the system. systems incorporate the fuel filter, water
separator, and fuel heater in one unit.
694 CHAPTER 29

Figure 29–43 The Bosch L-Jetronic (L stands for luft, which is “air” in German) gasoline fuel injection system. The
vane airflow sensor measures airflow, not mass. It is not as accurate as a mass air sensor, but it is a major improvement
over speed-density systems. L-Jetronic injections are used on many European, Asian and some domestic vehicles from
the mid-1970s to the mid-1990s. (Courtesy Robert Bosch)

■ Fuel heaters—Because diesel fuel has a tendency extremely high pressure, over 17 500 kPa (2500
to wax and thicken when cold, electric heaters psi), to overcome cylinder pressures.
are often used to warm the fuel. Canadian diesel
fuels are also blended to match seasonal An injection pump increases fuel pressure, con-
temperatures; a very light fuel is supplied for trols speed and power by metering the volume of fuel
winter use. injected, and directs the fuel to the correct injector. It
■ Fuel injection pump—Diesel fuel must be may also contain a governor, which limits the maxi-
injected into the combustion chamber area at mum RPM of the engine, and a fuel shut-off.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 695

Figure 29–44 Schematic of the fuel delivery and return on a conventional (mechanical) diesel fuel injection. (Courtesy
Ford Motor Co.)

Figure 29–45 A diesel fuel filter with built-in priming Figure 29–46 A water/fuel separator with a water level
pump. (Courtesy Ford Motor Co.) warning light. (Courtesy Ford Motor Co.)
696 CHAPTER 29

FUEL INJECTION PUMPS pressure fuel opens the delivery valve spring, which al-
lows fuel to move through steel lines to the injectors,
Two types of mechanical injection pumps are common where it is supplied to the engine. See Figure 29–49.
with conventional systems: the in-line and the rotary.
SAFETY TIP
In-line Injection Pumps (4-Cycle)
In-line pumps are usually found on large trucks and Never check for fuel leaks by running
older passenger car/light truck applications. See Figure your hand over the lines—a high pressure
29–47.The pump is driven at one-half the engine speed, leak could penetrate your skin, enter the
which means the injection-pump camshaft makes one blood stream and cause poisoning.
complete revolution for each two turns of the engine.
It is good practice, instead, to move a piece of light
When the pump cam lobe pushes up on the cam follower
coloured cardboard along the lines, checking visually for
and plunger, the fuel above the plunger is put under
signs of liquid fuel on the cardboard. See Figure 29–50.
very high pressure. See Figure 29–48. This high-

Figure 29–47 An in-line

diesel injection pump.
(Courtesy Ford Motor Co.)

Figure 29–48 A diesel fuel injection pump: start of injection. (Courtesy Ford Motor Co.)
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 697

Figure 29–50 Diesel fuel leak testing. Use cardboard to test

for leaks, NEVER your hand! (Courtesy Ford Motor Co.)

Figure 29–49 Fuel passing through the delivery valve to

the injector. (Courtesy Ford Motor Co.)

Figure 29–51 Movement of the

control rack in an in-line injection
pump changes the fuel delivery
volume. (Courtesy Robert Bosch)

Fuel Control—In-line Injection is left in the barrel for injection, a restricted opening
Pump leaves more fuel in the barrel and a greater volume
of fuel is injected. See Figure 29–52.
Remember that diesels do not use a throttle plate;
under most operating conditions the engine takes in
far more air than it requires. Power and speed are
controlled by the amount of fuel injected; more fuel
Governors
equals higher speed and greater power. Governors are usually incorporated into the fuel in-
Note the control rack in Figure 29–51, which is jection pump where engine speed is controlled by
connected to the accelerator pedal. As the rack is limiting the amount of fuel supplied to the injectors.
moved in or out, it rotates a gear and control sleeve, The most common type of in-line pump governor
which turns the plunger. uses flyweights, which are held in by spring pres-
A tapered groove, called the helix, is machined sure. See Figure 29–53. At higher RPM, centrifugal
into the plunger. This increases or decreases the force causes the flyweights to move outward against
amount of fuel as the plunger is rotated. The helix the spring; this movement limits fuel-rack travel,
controls fuel volume by opening or restricting a pas- which in turn restricts fuel delivery and prevents en-
sage to the spill port: a large opening means less fuel gine over-revving.
698 CHAPTER 29

SAFETY TIP

Runaway Engines
A sticking governor, in extreme cases, may continue to
supply fuel to the engine. This allows the RPM to build
until the engine destroys itself. In order to stop the en-
gine, turn off the fuel line shut-off valve (if equipped) or
stuff rags into the air cleaner intake to shut off the air.
Diesel engine manufacturers generally caution
against running the engine with the air intake hose dis-
connected from the intake manifold; not only could this
allow dirt and foreign material to enter the engine, seri-
ous personal injury could result if a body part is pulled
into the opening.

Figure 29–52 The helix controls fuel volume by varying

the opening to the spill port. (Courtesy Ford Motor Co.)

Figure 29–53 Governors control engine speed by limiting fuel at higher RPM. (Courtesy Ford Motor Co.)

ROTARY DIESEL FUEL

Operation
INJECTION PUMPS
Fuel enters the pump through a centre port, flows to
The common rotary pump, often called a distributor a metering valve (controlled by the accelerator pedal
pump, uses a rotating motion rather than the recip- and governor) and then, on to the pumping plungers
rocating action of the in-line pump. Not only is the where high pressure is developed. This pressurized
pressure of the incoming fuel raised, a controlled vol- fuel compresses the delivery spring, which now allows
ume of fuel is sent to the proper cylinder. This type of fuel movement to a rotor that distributes fuel to the
pump normally contains a fuel metering valve, gov- correct injector. See Figure 29–55. Alignment of the
ernor and a mechanical or electric fuel shut-off. See rotor ports to the pump head determines which cylin-
Figure 29–54. der is being supplied with fuel. See Figure 29–56.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 699

Figure 29–56 Indirect fuel injection injects fuel into a

precombustion chamber. A glow plug is used to ignite the fuel
Figure 29–54 Ghost view of a rotary diesel fuel injection during cold engine operation. (Courtesy Ford Motor Co.)
pump. (Courtesy General Motors)

Figure 29–55 Fuel flow through a rotary pump fuel

injection system. (Courtesy Ford Motor Co.)

ELECTRONIC DIESEL FUEL Common-Rail Diesel Fuel

INJECTION Injection
Major components include:
EDFI more closely matches electronic gasoline fuel
injection than the previous mechanical diesel injec- ■ Fuel tanks
tion systems. One type, the high pressure common- ■ Fuel lines
rail electronically controlled diesel injection, was ■ Fuel injector control module
introduced to Canada and North America in the ■ Water separator
later 1990s; pressures in this system may exceed ■ Fuel filter
160 000 kPa (23 000 psi). It is used in both pas- ■ Pump assembly
senger car and light truck applications. See Fig- ■ Fuel rails
ure 29–57. ■ Injectors
700 CHAPTER 29

Figure 29–57 Schematic of

an electronic diesel fuel
injection system. (Courtesy
General Motors)

Fuel Injector Control Module Injection Pump

Fuel delivery begins at the pick-up and pre-filter in The engine-driven fuel injection pump generates the
the tank; it then flows to the base of the fuel injector high pressures required for system operation. It in-
control module (FICM). The module, which requires cludes an ECM-controlled pressure regulator valve,
93 volts and up to 20 amperes of current to drive the which varies pump pressure with load: low pressure
injectors, is cooled by the fuel flowing through the at idle, higher pressures with increasing engine load.
base. The FICM is operated by engine control mod-
ule (ECM) commands. Function Block
Fuel moves from the high pressure pump to the func-
Water Sensor-Separator/Primary tion block, which contains both an excess-pressure
Filter limiting valve (acts as a fail-safe relief valve) and a
Fuel continues to the WSS/PF where it is filtered; pressure sensor, which sends fuel pressure readings
any water in the fuel is separated and collected in to the ECM.
the lower housing. This unit may also contain an in-
tegrated hand pump used for priming and a fuel Common Rails
heater, which is activated in colder temperatures. Pressurized fuel arrives at the rails which act as ac-
cumulators and reduce fuel pulsing.
Fuel Filters
Electrical Injectors
Fuel filter replacement is a common and essential
service required with diesels as the typical paper el- The injectors are electrical solenoids that function
ement filter becomes restricted. similarly to electronic gasoline injectors. See Figure
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 701

Figure 29–58 A diesel electrical fuel injector.

Note the fuel return line. (Courtesy General
Motors)

Figure 29–59. Diesel

engine electronic
management. Note the input
sensors and the output
actuators. (Courtesy
General Motors)

29–58. When activated, the injector coil lifts the nee- determined by the on-time that the injector is held
dle valve and fuel flows; injector fuel delivery varies open; increasing the length of time the injector is
with the on-time (duration) of injector opening. opened increases the volume of fuel.
Major information inputs to the ECM (see
Figure 29–59) would include data from the following
DIESEL ENGINE sensors:
MANAGEMENT—ECM CONTROL
■ Mass air flow (MAF)—Measures the intake air
The injectors are energized by an electronic control volume
module (ECM) to begin injection. No power to the in- ■ Intake air temperature (IAT) usually located in
jector, no injection. The quantity of fuel delivered is the MAF sensor
702 CHAPTER 29

■ Accelerator pedal position (APP)—Signals the the fuel injector. The oil, under high pressure, is
driver’s demand for speed and acceleration blocked by a poppet valve located inside the injector.
■ Barometric (BARO)—Senses barometric When injection is required, an electrical solenoid,
pressure for fine tuning fuel control controlled by the Powertrain Control Module (PCM),
■ Crankshaft (CKP) and camshaft (CMP) position opens the poppet valve and oil enters the injector.
sensors—Used to identify engine RPM and This oil acts on the large upper end of a plunger,
piston location which through multiplication of force, injects fuel at
pressures of 18 500 kPa (2700 psi) or higher.

ENGINE COOLANT
TEMPERATURE DIESEL ENGINE SERVICE
Other input sensors can include fuel pressure, tur- Diesel engines require normal service and mainte-
bocharger (if used) boost, and fuel temperature; nance for different reasons than gasoline engines:
these vary with make and model. The ECM uses this they have no ignition system, no carburetor to
information to control the fuel injectors and other clean, and early diesels have limited emission con-
various relays. A fuel-injector control module, man- trols. The following is a list of typical services that
aged by the ECM, may be used to supply large are required:
amounts of current to drive the injectors.
■ Oil and filter change—Because of the high
compression and combustion pressures,
HYDRAULIC ELECTRONIC combustion residue (particulates) is blown past
UNIT INJECTION the piston rings and into the oil. Some diesels
use two oil filters to remove contaminants.
The HEUI system, used in some light truck applica- ■ Fuel filter replacement—It is essential that
tions, is unique in that it uses oil to develop the very water and foreign material are removed from the
high pressures required to inject diesel fuel. See Fig- fuel, as they can damage the injection pump and
ure 29–60. injectors. Ford is now supplying a long-life fuel
An engine driven high-pressure oil pump (not filter on selected models; it is incorporated into
the lubrication pump) delivers oil to the upper end of the fuel delivery module and requires no
replacement or service for the life of the vehicle.
■ Water drainage—Very common service; a
warning light on the instrument panel may also
be used to indicate excessive water in the fuel.
■ Air filter replacement—Diesels take in far more
air than they normally require because of no
throttle plate; filters are larger than comparable
displacement gasoline engines. An air filter
restriction indicator may be found on the intake
air hose on some models.
■ Glow plug replacement—Testing of glow plugs
and electrical circuits will be required for cold-
start concerns.
■ Compression testing—For weak piston rings and
valve sealing; see Chapter 5 “Engine Condition
Diagnosis” for details.
■ Injection pumps and injectors—When a
malfunction is noted with the pump or injectors,
they are usually removed and sent to a diesel
injection specialist for repair or exchange.
■ The on-board computer (PCM) used with late
model electronic injection, is required to monitor
both engine operation and emission controls;
using a scanner to access data stored in the PCM
Figure 29–60 A high-pressure solenoid controlled fuel memory is also part of normal diesel service with
injector. (Courtesy Ford Motor Co.) these models.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 703

PHOTO SEQUENCE 20 Testing a Gasoline Fuel Injector Using a Digital

Storage Oscillocope

P20–1 This is the first screen you see when turning on P20–2 Select “air/fuel” from the main menu.
a Fluke 98 scopemeter.

P20–3 Select “fuel injector” from the air/fuel menu.

P20–4 The scopemeter will prompt you to connect
the test lead into the input A terminal.

P20–6 Carefully insert the point of the T-pin into the

P20–5 Use a T-pin to backprobe the injector back of the connector and lightly push on the T-pin
connector. These T-pins are usually available at discount until it contacts the metal terminal inside the
stores and specialty shops in the craft area. connector.
704 CHAPTER 29

Testing a Gasoline Fuel Injector Using a Digital Storage Oscillocope—continued

P20–7 Attach the test probe from the scopemeter to P20–8 Attach the ground test lead to a good, clean
the T-pin. engine ground.

P20–9 Start the engine. P20–10 Observe the waveform. If the waveform does
not look similar to this, insert the T-pin into the other
terminal of the connector. To achieve this pattern, the
scopemeter should be connected to the terminal that is
being pulsed on and off by the computer. The pulse width
is longer than normal in this photo because the engine is
cold and the computer is pulsing the injector on for a
longer time to provide the engine with additional fuel.

P20–11 Note the shortened pulse width compared to

the previous photo. The engine is now at normal
operating temperature and the injector pulse width
should be 1.5 to 3.5 milliseconds. Also look for
consistent inductive voltage spikes for all injectors, P20–12 Turn the engine off and disconnect the
indicating that the injector coil is not shorted. scopemeter.
 Gasoline and Diesel Fuel Injection: Operation, Diagnosis, and Service 705

SUMMARY c. Visual inspection

d. An ohmmeter
1. A typical throttle-body fuel injector uses a computer- 3. Throttle body fuel-injection systems deliver fuel _____.
controlled injector solenoid to spray fuel into the a. Directly into the cylinder
throttle-body unit above the throttle plates. b. In the intake manifold, near the intake valve
2. A typical port fuel-injection system uses an individual c. Above the throttle plate of the throttle-body
fuel injector for each cylinder and squirts fuel directly unit
into the intake manifold about 75 mm (3 in.) from the d. Below the throttle plate of the throttle-body
intake valve. unit
3. Most electric fuel pumps can be tested for pressure, 4. Port fuel-injection systems deliver fuel _____.
volume, and current flow. a. Directly into the cylinder
b. In the intake manifold, near the intake valve
4. A typical port fuel-injection system fuel pressure should c. Above the throttle plate of the throttle-body
not drop more than 140 kPa (20 psi) in 20 minutes. unit
5. A noid light can be used to check for the presence of an d. Below the throttle plate of the throttle-body
injector pulse. unit
6. Injectors can be tested for resistance and should be 5. The vacuum hose was removed from a vacuum-
within 0.3 to 0.4 ohms of each other. modulated fuel pressure regulator and gasoline
7. Different designs of injectors have different scope dripped from the hose. This could indicate a
waveform depending on how the computer pulses the a. Leaking fuel injector
injector on and off. b. Restricted return line
c. Vacuum leak at the regulator hose
8. An idle air-control unit controls idle speed and can be
d. Leaking pressure regulator diaphragm
tested for proper operation using a scan tool or scope.
6. Fuel pressure drops rapidly when the engine is turned
9. Conventional diesel fuel injection controls fuel deliv- off. This is normal on some TBI injection systems where
ery at the injection pump. the pressure regulator is equipped with _____.
10. Scan tools are used to diagnose electronic diesel injec- a. A vacuum line
tion systems. b. High-pressure fuel injectors
c. A bleed orifice
d. A fuel pressure sensor
REVIEW QUESTIONS 7. In a typical port-injection system, the fuel pressure is
regulated _____.
1. List the ways fuel injectors can be tested. a. By a regulator located on the fuel return side
of the fuel rail
2. Describe how to test an electric fuel pump.
b. By a regulator located on the pressure side of
3. List the steps necessary to test a fuel pressure the fuel rail
regulator. c. By the computer by pulsing the regulator on
4. Explain why some vehicle manufacturers warn about and off
using fuel-injector cleaner. d. With the one-way check valve in the fuel pump
5. Describe why it may be necessary to clean the throttle 8. The airflow sensor plate on a K-Jetronic fuel injection
plate of a port-injected engine. system contacts the control plunger. As the plunger
6. Describe the operation of a conventional diesel injec- moves up, the mixture
tion system. a. Becomes richer
b. Shuts off because of high RPM
7. Explain the operation of an electronic diesel injection
c. Does not change
system.
d. Becomes leaner
9. Returnless fuel injection cycles excess fuel at the pres-
sure regulator in/on the _____.
RED SEAL CERTIFICATION- a. Fuel rail
TYPE QUESTIONS b. TBI throttle body
c. Fuel tank
1. How much fuel pressure should most late-model port- d. Fuel rail return line
injected engines be able to supply? 10. Runaway diesel engines (with conventional injection)
a. 70 kPa (10 psi) may be stopped by turning off the fuel line shut-off
b. 210 kPa (30 psi) valve or by
c. 350 kPa (50 psi) a. Tapping lightly on the injection pump
d. 525 kPa (75 psi) b. Clamping the low-pressure supply line
2. Fuel injectors can be tested using c. Opening the water separator drain
a. A cylinder balance test d. Stuffing rags into the air intake
b. An ammeter