PGM Fi

Construction & Function Manual
Programmed Fuel lnjection (PGM-FI)
A PGM-FI (Programmed Fuel Injection) system is used to provide precise .exhaust emission control, improved fuel economy and instantaneous response, whatever the conditions.
In 1982 Honda introduced the CX500TC with Electronic Fuel injection. Honda cars with the PGM-I-I system, based on that of the CX500 I C, were produced soon after that with the introduction of the 1984 C M C . Later followed the CX650 I C, the GL1200L I U, the NK/5OK and the KC45 HVF /SOH). I he VFK800I-1, CBH9OOKH, V I K1000SP-1, CBHI 100XX was the aeneration of PGM-FI and the CBRGOORR & CBRIOOORR are 4thand latest " generation of the PGM-I-I System caned, "Dual Sequential Programed I-uel Injection" (DSPGM-FI).
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UPDATED 2004
-For I ralnlng Purpose only-
Programmed Fuel Injection
changes from earlier systems to the 3rageneration systems

Simplified intake manifold construction and the inclusion of Direct Air Intake Systems (DAIS equipped on VTRIOOOSP-1 & CBRI 100XX FI). Revised fuel injector design operating with an increased fuel pressure for better fuel atomization. Combination of BAR0 & MAP pressure sensors into one. Only one Pb or MAP (Man~fold Absolute Pressure) sensor, previous V4 models had two (2) ...one for both front and rear cylinders. No IMA (idle mixture) adjusters (deleted to meet emission regulations). Use of Catalyser and 0 2 sensors (certain models). The ECU (Electronic Control Unit) is faster and more sophisticated (16bit). Intermittent faults are now stored in the memory. Combined IGNITION and INJECTION (ECU) control functions. Weight & cost reduction, the CX6501 C had a combined t C U in 1983, but no zndgeneration models after that. Stops the engine when one of both engine speed pulsers is defective. I rouble code can be visualized by operating the side-stand switch. Separate " I hrottlen and "Pbn maps for each cyhder. The CBRI 100XX & VFR800FI are equipped with an Automatic Fast ldle System The CBRI 100XX is fitted with a Knock Sensor (utilised by the ignition).
Changes from the 3" generation systems to the DSPGM-FI 4" generation systems include:
Return-less fuel feed system, some times referred to as an "Absolute pressure system'' this system has no return line from the fuel rail to the fuel tank. A second set of injectors mounted in the air-box that operate at higher RPM. Automatic Fast ldle system
I he t C U (tlectronic Control Unit) 32bit processor is faster and more sophisticated than the previous 16bit.
Interface capability for the new Honda "Oiagnostic System" (HUS)
UPDATED 2004
The Three sub-svstems of the PGM-FI

1. kuel supply system Delivers fuel from the fuel tank controls fuel pressure and injects fuel into the mtake mamfolcl 2. Air lntake System Controls air volume flowing into the engine.
3.PGM-FI Control System Controls operation of fuel pump, fuel injector and warninglself diagnosis if any malfunctions occur in the system. Features
lnde~endent throttle valves for auick throttle resDonse Multi-point fuel injectors for precise metering, uniform N mixture F Hanae of sensors: Cam pulser (Cyl.-p) - Determines the injection timing for each cylinder. Crank pulser (PC 1 - Monitors the piston position to determine the injection timing and the engine speed. Manifold absolute pressure sensor (Pb) - Monitors intake manifold internal pressure. Throttle sensor (Th) - Monitors throttle positions & rate of acceleration. Coolant temperature sensor (1w) - Monitors engine coolant temperature. lntake air temperature sensor (1 a) - Monitors air intake temperature. Atmospheric pressure sensor (Pa) - Monitors fluctuations in air pressure. Knock Sensor (CBRI 100XX only) - Monitors engine knock. 0 2 sensor - Monitors oxygen levels in the exhaust gas.
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ECU that can produce ultra-high-speed calculations. lntake duct control controls intake air volume at optimum level (fitted to V4 motors, CBHSOOHH, V I H I 000SP-1 and CBHI 000HH).
UPDATED 2004
Fuel Supply System

There are two systems employed by Honda:
System 1:
Fuel is pumped from the fuel tank, filtered, and delivered to the fuel injectors. Each injector nozzle opens to inject fuel when a signal is received from the ECU and excess fuel IS returned to the fuel tank via a return h e .
A pressure regulator maintains fuel pressure at a constant 255Kpa 1300Kpa I 350Kpa (depending on the model) higher than the intake manifold pressure, by releasing any excessive fuel back to the fuel tank.
I his ensures a constant flow of fuel from the injectors, regardless of fluctuations
manlfold pressures.
Return I ype System
Fuel return line
UPDATED 2004
Programmed Fuel Injection (PGM-FI)
Connection to manifold System 2: This system is a Return-less or some times referred to as an "Absolute Pressure System" and is effectively the same as the System 1 described above but with one main difference, there is no fuel return h e to the fuel tank, the pressure regulator is mounted inside the fuel tank and maintains fuel pressure at a constant 350Kpa regardless of intake manifold pressure.
I his svstem is made ~ossible with faster Drocessor meeds (32 bit) in the t C U As the ECU can handle more information'and make hore calculations in a given amount of time. it is able to make adiustments to the iniector duration to allow for variations such'as in intake manifold'txessure and atmbsDheric Dressure.
Model CBRGOORR CBRIOOORR
Regulator pressure 350Kpa (absolute) 350Kpa (absolute)
UPDATED 2004
Fuel Pump Power to the fuel pump is controlled by the ECU via a fuel pump relay. It is energized for a few seconds when the ignition switch is turned on and when the engine is operating. Power to the relay is controlled by a bank angle sensor which shuts off power when the motorcycle leans more than 60 degrees.
Engine stop relay
Fuel cut
Fuel pump
Bank Anale Sensor

Transitor
control unit
Reed switch
~Gnet
UPDATED 2004
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High Pressure Fuel Filter
I he pump contains a check valve and a rehef valve.
The check valve opens when the pump is discharging. It closes when the pump stops to retain residual pressure in the fuel h e , thus aiding engine restart. The relief valve is normally closed. If fuel flow is obstructed at the discharge side of the fuel line, the valve opens to bypass fuel to the inlet port and prevent excessive fuel pressure.
Relief valve Casmg Suction port
Discharge port
Suction port
Pump cover
I
Check valve Impeller
Casing
Grooves
I
Impeller
UPDATED 2004
In order to control fuel injection volume precisely by means of duration of injector opening, it is
pressure.
The spring forces the valve down to close it, while intake manifold vacuum acting on the diaphragm pulls it to open the valve. Balance of these two forces determine opening at the valve. When the valve opens, fuel is released to the return line and fuel pressure
decreases.
Valve closed Valve open
UPDATED 2004
II
Construction & Function Manual Pressure regulator-
It is now possible to accurately allow for fluctuations in manifold pressure with the ECU and this eliminates the need for the fuel pressure to vary with the manifold pressure.
This change has considerable advantages such as the elimination of the return line to the fuel tank together with a hghter and less complicated pressure regulator that is mounted inside the fuel tank combine to help reduce overall weight.
Return dtreotly
These pressure regulators maintain fuel pressure at a constant 350Kpa regardless of the intake manifold pressure. The regulator works in effectively the same manner as the previous type but with out the fitting for the vacuum line from the intake manifold
Fuel pressure
(Constant Pressure)
Tim
Manifold pressure
-1.0
+-
UPDATED 2004
Construction & Function Manual Injector
The injector is of the solenoid-actuated. It consisting of a solenoid, constant stroke plunger needle valve and housing. As the fuel pressure and injector stroke are preset, the duration of injector opening determines fuel, delivery volume.
FILTER
PLUNGER 1 NEEDLE VALVE
UPDATED 2004
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The fuel pressure has been increased in the latest generations of PGM-FI for . . better fuel atom17at1on Fuel injector design has been revised. It has moved from the fixed "pintle" (creating a pattern similar to a spray gun) to a small ball shaped head fixed to the moving rod, opening 4 "pores" drilled in the spherical nozzle. Each hole is directed for maximum atomization.
UPDATED 2004
11
Fuel System Flow
HIGH PRFSSURE FUEL FII TER
High pressure fuel flow Low pressure fuel flow
ESH FILTERINJECTOR FUEL FEED TUBE
RESSURE REGULATOR
UPDATED 2004
-For I
ralnlng
Purpose only-
12
Return-less System (Absolute Pressure)
UPDATED 2004
Air Intake System
Each intake manifold is provided with an individual throttle valve. The throttle valves are linked and adjusted in the factory so that every valve closes fully when the throttle grip is fully returned.
CAUTION: Do not attempt to remove or re-adjust bolts and nuts which are painted white. It is nearly impossible to reset to the proper position.
WHITE PAINT
UPDATED 2004
14
The edge of each throttle valve is coated with a molybdenum-sealant to assure sealing between the throttle valve and the throttle bore.
CAUTION: Do not attempt to remove this sealant. Removal will cause air leakage, resulting in rough idle.
Slow Circuit
Air required at idle is bypassed via the slow circuit (by-pass circuit) and is isolated from the throttle. One slow circuit is provided for each cylinder.
A throttle stop screw also opens/closes the starter valves. On the throttle body assembly, adjusting screws are provided for each cylinder. I he adjustment procedure is similar to carburettor synchronization.
UPDATED 2004
The operation of the "choke" knob opens the starter valves to increase the bypass air for fast idle operation.
Automatic Fast Idle (CBRIOOORR, CBRGOORR, GL 1800, CBRI 100XX & VFR8OOFI)
A thermowax controlled fast idle mechanism automatically maintain high idle speed while coolant temperature is low. When coolant temperature is low, a rod 1 -r se this causes the starter valve to open fully. As coolant temperature increases the thermowax expands to extend the rod, causing the starter valve to close until the see-saw link plate touches the end of the idle stop screw.
LOW TEMPERATURE
HIGH TEMPERATURE
UPDATED 2004
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PGM FI Service Points Starter Valve Synchronization
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No m m t e n a c e mtervd has been est&bshe& Synchronization is often required after the initial running-in period, after disassembly or if the idle becomes rough due to carbon deposits in the idle passages.
The adiustment ~rocedure similar to carburetor svnchronization. is Read the vacuum of each cylinder, adjust the screws so that vacuum is matched Depending on the emission requirements of the model, vacuum readings may have to be adjusted lower than the base.
UPDATED 2004
17
Fuel Filter Re~lacement
Fuel Filter
STAINLESS WOOL
UPDATED 2004
Intake Duct Control System (V4 engines, CBRSOORR, VTRIOOOSP, )
One of the two intake ducts is closed and opened with a vacuum-diaphragm actuated valve according to engine speed in order to control intake airflow. tngine performance in the low-to-mid HPM range has been improved by o~timizina intake eficiencv with this svstem. air
NOTE: The intake duct only works in gear (in neutral the duct remains open).
UPDATED 2004

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Below a set RPM ECU supplies current to bypass control solenoid valve. This opens the solenoid valve, sending intake manifold vacuum to the intake duct control diagram to close intake duct.
PI"U&SE GENERATOR
PGM-FIIIGN UNIT
)2(I-' INTAKE SOLENOID VALVE- ,
AIR CONTROL VALVE
VARIABLE INTAKE DUCT
VACUUM CHAMBER
TO INTAKE MANIFOLD
-,
I ne
" t ~ curs me currenr ro rne u,

F - ,
solenoid valve and the intake duct is open. Conditions to open intake B In gear (not neutral) Clutch lever released Above a set RPM
NOTE: To check the operation of the variable intake port, disconnect the neutral switch connector and start the engine. The duct should be closed below a set rpm and open above a set rpm.
GENERATOR
PGM-FI/IGN UNIT
\
AIR CONTROL lALVE
VARIABLEINTAKE DUCT
TO INTAKE MANIFOLD -4
UPDATED 2004
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Direct Air Intake (DAl) (VTR 1000SP-1, CBRl 100XX)
Designed to take advantage of the air pressure in front of a bike travelling above 70 to 80 Kph, intake ducts feed high pressure air into the air-box.
I he PGM-kI svstem com~ensates anv chanaes in air Dressure in the air box. for
UPDATED 2004
21
Basic lnjection Volume Control

I wo programs are used to determine duration of injector opening.
Speed-density map Determines basic injection volume taking into account engine speed and intake man~fold pressure.
Speed-throttle area map Determines basic injection volume taking into account engine speed and throttle openmg area.
Under low load 1 low throttle operation, the speed-density map is used. Under high load I high throttle (wide open) operation, the speed throttle map is used. Both systems operate together, depending on the situation, the map which has the higher rate of change will determine injection duration. Other Controls Overrev-cut Compensation to; coolant temperature, intake air temperature, barometric pressure, battery low voltage acceleration (quick throttle movement.)
UPDATED 2004
22
On the VkH800k1, CBHSOOHH, V1 H I 000SP-1 & CBHI 100XX,CBH1000HH and CBRGOORR each cylinder has a different throttle and Pb map to compensate for differences in the temperature and gas-flow.
UPDATED 2004
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Sensors
Crank pulser
measuring the crank speed indicating the crank position
When starting the engine, the four cylinders receive a small amount of fuel simultaneously (during the first crank revolution).
UPDATED 2004
24
Pb sensor monitors intake manifold absolute pressure (MAP) and outputs a voltage signal. It outputs a voltage slightly lower than 3 volts when engine is stopped. The voltaae decreases as he Dressure d r o ~ s .
Output (V)
1
Lw o-
High air pressure
From 2000 new models (CBKSOOKK), this sensor takes over an additional function from the previous Pa (BARO) sensor, which has been abolished, for reasons of simplification.
How does it work? 1) Before starting the engine, the MAP sensor takes a short measurement of the atmospheric pressure and stores it in the computer. This value is used for idling mixture compensation due to altitude or weather variations.
2) In operation, the sensor monitors the average manifold pressure value, measuring the maximum and minimum peak pressures during each engine cycle. With thrs d a b it can precisely calculate the amount of fuel needed, including atmospheric pressure
UPDATED 2004
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WONDA
Throttle angle sensor (Th)

I he throttle sensor is a potentiometer, indicating the throttle valve position to the ECU by a voltage signal.
It receives a 5 volts power from the t C U . 1he output voltage then varies between 0.5 and 4.5 volts, depending on the throttle angle.
open
Throttle valve opening degree
Coolant Temperature (Tw) compensation
When the coolant temperature is low, the air-fuel ratio is compensated to improve engine operation and response in an temperature conditions. The resistance changes with the temperature of the coolant, Cold Engine results in High Kesistance,Warm tngine results in Low Resistance.
This change in resistance results in a variable output voltage to the t C U .
Coolant temperature
UPDATED 2004
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Atmospheric Temperature (Ta) Compensation

As air temperature changes, air density changes even under the same pressure. Compensation is made to compute correct air density. Ta sensor has thinner metal than Tw's at the tip of the sensing protrusion for qu~cker sensing response.
Intake air temperature PC)
Atmospheric Pressure Compensation (Pa or BARO)

As atmospheric pressure changes, air density changes. Compensation is made to maintain proper air-fuel ratio. I he sensor itself is the same as the Pb sensor. On the CBRSOORR, this sensor is abolished, for reasons of simplification. It's function is combined with those of the MAP sensor. On the VTRI 000SP-1, the BARO-sensor is located in front of the air-intake duct. In this case it does not measure just the atmospheric pressure, but the "boostpressure".
Output Wl
UPDATED 2004
27
Battery Voltage Compensation Low battery voltage slows the injector opening action and reduces the effective opening duration. To compensate for this, the opening signal duration is extended. Acceleration Enrichment When the throttle valve is opened quickly, the injection volume is increased. Throttle opening operation is monitored by the ECU with a change in signal of the throttle angle sensor within a given time. Idle Mixture Adjustment Only fitted to NRi50H and the HVk /SOH (HC45)
I urning the adjusting screw gives a richer or leaner idle mixture. For each
cylinder there is one IMA (Idle Mixture Adjuster.)
The IMA is a potentiometer, which tells the screw position to the ECU by a voltage signal. It is receiving a 5 volts power from the ECU. Its output voltage varies between 0.5 and 4.5 volts.
UPDATED 2004
, s
Fail Safe Function
The program in the ECU includes a number of fail-safe modes to back-up engine operation even in case of sensor (s) malfunction. If there is a malfunction with one of these sensors, the warning lamp is giving information to the rider that there is something wrong with the PGM k-system.
Pb sensors
On the NK/50K and KVk /SOH (HC45) if one of the two (I-K I KK) Pb sensor lines malfunctions (eg. short or open circuit), the t C U uses data from the remaining sensor. On the VkK800I-I CBKSOOKK, V I K1000SP-1 and CBRI 100XX the ECU will simulate a set Pb maD.
Tw sensor, Ta sensor, Pa Sensor, Throttle sensor and /MA
If these sensor lines malfunction, the ECU uses a fixed value. Tw: 80C, Ta: 20CPa: 1030 h, Pa (760 mmHg), Th: 0 , IMA:2.5V
Cam pulser, Injector, Crank pulser (Ignition pulse generator)
If a abnormality is detected in the cam pulser, injector and I or the crank pulser, the fail safe function stops the engine. This is done to protect the engine. I he engine will not start when either one of the engine speed pulsers are defective.
UPDATED 2004
Self-diagnosis Function and Troubleshooting

A warning lamp on the instrument panel lights up to indicate an abnormality in the system.
When the ignition switch is turned on, the warning lamp will remain on for 3 seconds, as the system checks itself. If an abnormahty is located, the fault win be indicated by the coded, brinking of the lamp.
A change to current models snows PGM-I-I fanure code to be checked with the side stand down and engine revs below 5,00Orpm, instead of shorting the service connector. I his only works if the PGM-I-I hght is ON and showing an existing
fault
Jumping the terminals of the Service Check connector provided under the seat activates the warning lamp blinking code for any intermittent faults or faults stored in the memory.
UPDATED 2004
-For rra~n~ng Purpose only-
The PGM-FI warning indicator indicates a failure code by the length and number of bhnks. It can indicate any number of simultaneous component problems by blinking separate codes. one after another. Problem codes 1 through 9 are indicated by individual short blinks. Problem codes 10 through 23 are indicated by a series of long and short blinks.
I he number of lona blinks eauals the first diait. the number of short blinks eauals the second diait.
Resetting the memory of the ECU
To clear the memory of the ECU of all faults, follow this procedure: P Connect the Service Check Connector P Turn the ignition switch ON P Wait 5 seconds for the PGM-FI warning indicator light to start delivering any
i%idmaz
Hemove the Service Check Connector and reinsert the connector with in 5
seconds
P The PGM-FI warning indicator light should flash 20 times ...this indicates that the memory is clear P Turn the ignition switch OFF and remove the Service Check Connector
UPDATED 2004
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Exhaust emissions
The ideal "combustion" process of a 4-stroke engine converts fuel to oxygen (02) and water vapor (H20). In reality, the combustion is not ideal. Due to this, an engine produces some additional exhaust gas components: HC: "Hydrocarbons" bon monoxrde 0 2: "Carbon diox~de" NO x: "Oxides of Nitrogen"
I1
The catalytic converter
The function of the catalytic converter is to reduce the amount of toxic gases in the exhaust gas by helping the chemical reaction caned "oxidization" to be more efficient. The toxic CO, HC and NOx components in the exhaust gas are more efficiently converted to C02, di-nitrogen (N2) and water vapor. In cars, the platinum 1 radium "monolith type" catalytic converter is mounted in the center of the exhaust pipe under the car. On the VkK800kI, it is instaled just before the "pre-chamber".
UPDATED 2004
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The "Three-way" type catalytic converter The VFR800FI goes one step further, by adding a regulated air 1 fuel mixture control system, sensing the exhaust gas composition by means of an Oxygen sensor (also called 0 2 sensor or "Lambda" sensor) in the exhaust. The VFR
The oxygen sensor (02 sensor)

I he 02 sensor measures the % of oxygen in the exhaust gas, using this information the fuel injection is continuously adjusted to inject more or less fuel, keeping the amount of oxygen constantly at a level where the lowest amount of toxic gases is produced.
This aidfuel ratio is called the stoichiometric ratio (Theoretically, this is the AIF ratio for complete combustion). With the air / fuel ratio controlled around this point by the oxygen sensor, the remaining toxic compounds in the exhaust gas are more efficiently converted to non-toxic compounds. How does this work? The 0 2 sensor uses a hollow, closed-end shaft of Zirconium Dioxide with platinum plated inner and outer surfaces. The inner surface is open to the atmosphere and the outer surface is exposed to exhaust gas flow through the
UPDATED 2004
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The oxygen sensor converts the difference in oxygen density between the inner and outer surfaces into electromotive force, and transmits a voltage signal to the ECU to control the air I fuel ratio. This type of oxygen sensor must be heated to a particular temperature to operate normah.
Whv must some 0 2 sensors be electricaflv heated?

In multi-cylinder engines, the oxygen sensor is insufficiently heated directly by the exhaust aases because of its remote Dosition from the exhaust ~ o r t s . It has to measure the average value of all cylinders gases. Therefore an electric heating element is incorporated in the sensor.
NQk
AdeFtiond emission control measures
The exhaust gas is additionally "cleaned" by injecting air in the exhaust: Pulse
Air Injection1
is Honda's registered trade name for a complete exhaust emission reduction system. It is composed of mainly 2 systems: AIR-NJtC I ION and an
CATALYZER.
All recently developed 4-stroke engines are now equipped with special "air-shot" ports and reed valves, to inject fresh air during deceleration. I his helps to get rid of the remaining unburnt Hydro-carbons.
I he air flow is controlled via an electric solenoid valve. On all PGM-kI systems, this solenoid is controlled by the ECU, having all necessary input signals like RPM and man~fold Dressure readilv available.
UPDATED 2004
Troubleshooting the 0 2 sensor
The 0 2 sensor creates a signal between 0.1 and 1,O Volts, depending on the air I fuel ratio (or so called Lambda value). If the mixture is "RICH" sensor voltage is "HIGH" (1.0 V) If the mixture is "LtAW sensor voltage is "LOW (0.1 V) This can be best monitored during engine operation (while "snapping" the throttle), using an ANALOG voltmeter or oscilloscope. While accelerating, the mixture is "KICH" for a moment, immediately returning to "LEAN" again. This should be clearly reflected by the change of sensor output voltage.
0 2 sensor heater element

I he 0 2 sensor-heating element is essential for the operation of the system. It can be checked statically by measuring its resistance value. However, the "control system" ( t o should be checked.
I his activity can be best monitored during engine operation: 1he voltage across the heating element is switched ON and OFF by the ECU at a certain rhythm.
An analog meter (for example IMRlE tester or Ignition-Mate) is more useful for this kind of 'dynamic' monitoring during operation.
PGM-Fl Self Diacmostic Svstem

I he system is still the same, whenever a fault in the PGM-I-I (or other enginecontrol system) is detected, the I-I warning lamp on the dashboard shows the related component or area by blinking in a certain pattern.
The 0 2 sensor usually has 2 different codes: One for the sensor itself (usuany "21") One for the heating element (usuany R237.
I h e VFK of course has 7 sensors and 4 Ilefect Codes.
UPDATED 2004
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Fuel Pressure Ins~ection

As previously explained, the fuel pressure must be maintained 255 KPa 1300 Kpa I350KPA (depending on the model) higher than intake manifold pressure to meter fuel injection volume by means of injector opening duration. A low fuel pressure results in insufficient fuel injection.
Inspection Procedure
P Haise the fuel tank and support it. P Place a wrench onto the service bolt. > Cover the bolt and the wrench with a rag or a shop towel. > Loosen the bolt, and remove it.
Caution: When loosening the service bolt a little fuel splashes because residual Dressure in the fuel line.
> > >
Connect a fuel pressure gauge and start the engine. See the pressure changes as the throttle is snapped. Stop the engine and see if the pressure holds at a constant 255 Kpa 1300Kpa or 350Kpa (depending on the model).
UPDATED 2004
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PGM Fi

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Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

changes from earlier systems to the 3rageneration systems

Interface capability for the new Honda "Oiagnostic System" (HUS)

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

The Three sub-svstems of the PGM-FI

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

Fuel Supply System

Return I ype System

Fuel return line

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel Injection (PGM-FI)

Model CBRGOORR CBRIOOORR

Regulator pressure 350Kpa (absolute) 350Kpa (absolute)

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

Engine stop relay

Bank Anale Sensor

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

High Pressure Fuel Filter

I he pump contains a check valve and a rehef valve.

Check valve Impeller

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual Pressure regulator-

Programmed Fuel Injection (PGM-FI)

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual Injector

Programmed Fuel lnjection (PGM-FI)

PLUNGER 1 NEEDLE VALVE

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

-For I ralnlng Purpose only-

Programmed Fuel Injection

Construction & Function Manual

Programmed Fuel lnjection (PGM-FI)

Fuel System Flow

HIGH PRFSSURE FUEL FII TER