Pp30a

CHAPTER 30 Fuel-Injection System Diagnosis and Service
OBJECTIVES
After studying Chapter 30, the reader will be able to: 1. Prepare for ASE Engine Performance (A8) certification test content area C (Fuel, Air Induction, and Exhaust Systems Diagnosis and Repair). 2. Describe how to check an electric fuel pump for proper pressure and volume delivery. 3. Explain how to check a fuel-pressure regulator. 4. Describe how to test fuel injectors. 5. Explain how to diagnose electronic fuelinjection problems. 6. Describe how to service the fuel-injection system.
Automotive Engine Performance, 3/e By James D. Halderman
Copyright 2010, 2007, 2003 Pearson Education, Inc., Upper Saddle River, NJ 07458 All rights reserved.
KEY TERMS
Graphing multimeter (GMM) IAC counts Idle air control (IAC) Noid light
Peak-and-hold injector Pressure transducer Saturation
PORT FUEL-INJECTION PRESSURE REGULATOR DIAGNOSIS
Most port-fuel-injected engines use a vacuum hose connected to the fuel-pressure regulator. At idle, the pressure inside the intake manifold is low (high vacuum). Manifold vacuum is applied above the diaphragm inside the fuel-pressure regulator. This reduces the pressure exerted on the diaphragm and results in a lower, about 10 PSI (69 kPa), fuel pressure applied to the injectors.
To test a vacuum-controlled fuel-pressure regulator, follow these steps:
1. Connect a fuel-pressure gauge to monitor the fuel pressure. 2. Locate the fuel-pressure regulator and disconnect the vacuum hose from the regulator. 3. With the engine running at idle speed, reconnect the vacuum hose to the fuel-pressure regulator while watching the fuel-pressure gauge. The fuel pressure should drop (about 10 PSI or 69 kPa) when the hose is reattached to the regulator. 4. Using a hand-operated vacuum pump, apply vacuum (20 in. Hg) to the regulator. The regulator should hold vacuum. If the vacuum drops, replace the fuel-pressure regulator.
5
FIGURE 301 If the vacuum hose is removed from the fuel-pressure regulator when the engine is running, the fuel pressure should increase. If it does not increase, then the fuel pump is not capable of supplying adequate pressure or the fuel-pressure regulator is defective. If gasoline is visible in the vacuum hose, the regulator is leaking and should be replaced.
Pressure Transducer Fuel Pressure Test
Using a pressure transducer and a graphing multimeter (GMM) or digital storage oscilloscope (DSO) allows the service technician to view the fuel pressure over time. Note that the fuel pressure dropped from 15 PSI down to 6 PSI on a TBI-Equipped vehicle after just one minute. A normal pressure holding capability is when the pressure dropped only about 10% after 10 minutes on a port-fuel injection system.
7
Pressure Transducer Fuel Pressure Test
FIGURE 302 (a) A fuel-pressure graph after key on, engine off (KOEO) on a TBI system. (b) Pressure drop after 10 minutes on a normal port fuel-injection system.
DIAGNOSING ELECTRONIC FUEL-INJECTION PROBLEMS USING VISUAL INSPECTION
All fuel-injection systems require the proper amount of clean fuel delivered to the system at the proper pressure and the correct amount of filtered air. The following items should be carefully inspected before proceeding to more detailed tests.

Check the air filter and replace as needed. Check the air induction system for obstructions. Check the conditions of all vacuum hoses. Replace any hose that is split, soft (mushy), or brittle. Check the positive crankcase ventilation (PCV) valve for proper operation or replacement as needed. Check all fuel-injection electrical connections for corrosion or damage. Check for gasoline at the vacuum port of the fuelpressure regulator if the vehicle is so equipped.
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DIAGNOSING ELECTRONIC FUEL-INJECTION PROBLEMS USING VISUAL INSPECTION
FIGURE 303 A clogged PCV system caused the engine oil fumes to be drawn into the air cleaner assembly. This is what the technician discovered during a visual inspection.
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Stethoscope Fuel-Injection Test
A commonly used test for injector operation is to listen to the injector using a stethoscope with the engine operating at idle speed. All injectors should produce the same 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 stethoscope probe to the return line from the fuel-pressure regulator. Fuel should be heard flowing back to the fuel tank if the fuel-pump pressure is higher than the fuel-regulator pressure. If no sound of fuel is heard, then either the fuel pump or the fuelpressure regulator is at fault.
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FIGURE 304 All fuel injectors should make the same sound with the engine running at idle speed. A lack of sound indicates a possible electrically open injector or a break in the wiring. A defective computer could also be the cause of a lack of clicking (pulsing) of the injectors.
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FIGURE 305 Fuel should be heard returning to the fuel tank at the fuel return line if the fuel-pump and fuelpressure regulator are functioning correctly.
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Quick and Easy Leaking Injector Test
Leaking injectors may be found by disabling the ignition, unhooking all injectors, and checking exhaust for hydrocarbons (HC) using a gas analyzer while cranking the engine (maximum HC = 300 PPM).
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SCAN TOOL VACUUM LEAK DIAGNOSIS
If a vacuum (air) leak occurs on an engine equipped with a speed-density-type of fuel injection, the extra air would cause the following to occur:
The idle speed increases due to the extra air just as if the throttle pedal was depressed. The MAP sensor reacts to the increased air from the vacuum leak as an additional load on the engine. The computer increases the injector pulse width slightly longer due to the signal from the MAP sensor. The airfuel mixture remains unchanged. The idle air control (IAC) counts will decrease, thereby attempting to reduce the engine speed to the target idle speed stored in the computer memory.
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SCAN TOOL VACUUM LEAK DIAGNOSIS
FIGURE 306 Using a scan tool to check for IAC counts or percentage as part of a diagnostic routine.
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No Spark, No Squirt
Most electronic fuel-injection computer systems use the ignition primary (pickup coil or crank sensor) pulse as the trigger for when to inject (squirt) fuel from the injectors (nozzles). If this signal were not present, no fuel would be injected. Because this pulse is also necessary to trigger the module to create a spark from the coil, it can be said that no spark could also mean no squirt. Therefore, if the cause of a no-start condition is observed to be a lack of fuel injection, do not start testing or replacing fuel-system components until the ignition system is checked for proper operation.
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PORT FUEL-INJECTION SYSTEM DIAGNOSIS
To determine if a port fuel-injection systemincluding the fuel pump, injectors, and fuel-pressure regulatoris operating correctly, take the following steps.
1. Attach a fuel-pressure gauge to the Schrader valve on the fuel rail. 2. Turn the ignition key on or start the engine to build up the fuel-pump pressure (to about 35 to 45 PSI). 3. Wait 20 minutes and observe the fuel pressure retained in the fuel rail and note the PSI reading. The fuel pressure should not drop more than 20 PSI (140 kPa) in 20 minutes. If the drop is less than 20 PSI in 20 minutes, everything is okay; if the drop is greater, then there is a possible problem with:

The check valve in the fuel pump Leaking injectors, lines, or fittings A defective (leaking) fuel-pressure regulator
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FIGURE 307 Checking the fuel pressure using a fuelpressure gauge connected to the Schrader valve.
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FIGURE 308 Shutoff valves must be used on vehicles equipped with plastic fuel lines to isolate the cause of a pressure drop in the fuel system.
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TESTING FOR AN INJECTOR PULSE
One of the first checks that should be performed when diagnosing a no-start condition is whether the fuel injectors are being pulsed by the computer. Checking for proper pulsing of the injector is also important in diagnosing a weak or dead cylinder. A noid light is designed to electrically replace the injector in the circuit and to flash if the injector circuit is working correctly.
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FIGURE 309 (a) Noid lights are usually purchased as an assortment so that one is available for any type or size of injector wiring connector. (b) The connector is unplugged from the injector and a noid light is plugged into the injector connector. The noid light should flash when the engine is being cranked if the power circuit and the pulsing to ground by the computer are functioning okay.
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Possible noid light problems and causes include the following:

1. The light is off and does not flash 2. The noid light flashes dimly. 3. The noid light is on and does not flash
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FIGURE 3010 Use a DMM set to read DC volts to check the voltage drop of the positive circuit to the fuel injector. A reading of 0.5 volt or less is generally considered to be acceptable.
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CHECKING FUEL-INJECTOR RESISTANCE
Each port fuel injector must deliver an equal amount of fuel or the engine will idle roughly or perform poorly. The electrical balance test involves measuring the injector coil-winding resistance. For best engine operation, all injectors should have the same electrical resistance. To measure the resistance, carefully release the locking feature of the connector and remove the connector from the injector.
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FIGURE 3011 Connections and settings necessary to measure fuel-injector resistance.
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FIGURE 3012 To measure fuel-injector resistance, a technician constructed a short wiring harness with a double banana plug that fits into the V and COM terminals of the meter and an injector connector at the other end. This setup makes checking resistance of fuel injectors quick and easy.
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MEASURING RESISTANCE OF GROUPED INJECTORS
Many vehicles are equipped with a port fuelinjection system that fires two or more injectors at a time.
For example, a V-6 may group all three injectors on one bank to pulse on at the same time. Then the other three injectors will be pulsed on. This sequence alternates. To measure the resistance of these injectors, it is often easiest to measure each group of three that is wired in parallel. The resistance of three injectors wired in parallel is one-third of the resistance of each individual injector.
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MEASURING RESISTANCE OF GROUPED INJECTORS
FIGURE 3013 (a) The meter is connected to read one group of three 12-ohm injectors. The result should be 4 ohms and this reading is a little low indicating that at least one injector is shorted (low resistance). (b) This meter is connected to the other group of three injectors and indicates that most, if not all three, injectors are shorted. The technician replaced all six injectors and the engine ran great.
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Equal Resistance Test
All fuel injectors should measure the specified resistance. However the specification often indicates the temperature of the injectors be at room temperature and of course will vary according to the temperature. Rather than waiting for all of the injectors to achieve room temperature, measure the resistance and check that they are all within 0.4 ohm of each other. To determine the difference, record the resistance of each injector and then subtract the lowest resistance reading from the highest resistance reading to get the difference. If more than 0.4 ohm then further testing will be needed to verify defective injector(s).
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MEASURING RESISTANCE OF INDIVIDUAL INJECTORS
While there are many ways to check injectors, the first test is to measure the resistance of the coil inside and compare it to factory specifications.
FIGURE 3014 If an injector has the specified resistance, this does not mean that it is okay. This injector had the specified resistance yet it did not deliver the correct amount of fuel because it was clogged.
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PRESSURE-DROP BALANCE TEST
This test 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 fuel flow amounts. The purpose of running this injector balance test is to determine which injector is restricted, inoperative, or delivering fuel differently than the other injectors. Replacing a complete set of injectors can be expensive.
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PRESSURE-DROP BALANCE TEST
FIGURE 3015 Connect a fuelpressure gauge to the fuel rail at the Schrader valve.
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INJECTOR VOLTAGE-DROP TESTS
Another test of injectors involves pulsing the injector and measuring the voltage drop across the windings as current is flowing.
FIGURE 3016 An injector tester being used to check the voltage drop through the injector while the tester is sending current through the injectors. This test is used to check the coil inside the injector. This same tester can be used to check for equal pressure drop of each injector by pulsing the injector on for 500 ms.
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SCOPE-TESTING FUEL INJECTORS
A scope (analog or digital storage) can be connected into each injector circuit. There are three types of injector drive circuits and each type of circuit has its own characteristic pattern.
FIGURE 3017 A digital storage oscilloscope can be easily connected to an injector by carefully back probing the electrical connector.
Automotive Engine Performance, 3/e By James D. Halderman 35

SATURATED SWITCH TYPE PEAK-AND-HOLD TYPE PULSE-WIDTH MODULATED TYPE
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FIGURE 3018 The injector ontime is called the pulse width. (Courtesy of Fluke Corporation)
37
FIGURE 3019 A typical peak-andhold fuel-injector waveform. Most fuel injectors that measure less than 6 ohms will usually display a similar waveform.
38
If Three of Six Injectors Are Defective, Should I Also Replace the Other Three?
This is a good question. Many service technicians recommend 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 labor required to replace all six is just about the same as replacing only the three defective 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.
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If Three of Six Injectors Are Defective, Should I Also Replace the Other Three?
FIGURE 3020 A set of six reconditioned injectors. The sixth injector is barely visible at the far right.
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IDLE AIR SPEED CONTROL DIAGNOSIS
On an engine equipped with fuel injection (TBI or port injection), the idle speed is controlled by increasing or decreasing the amount of air bypassing the throttle plate.
Again, an electronic stepper motor or pulse-width modulated solenoid is used to maintain the correct idle speed.
This control is often called the idle air control (IAC).
41
FIGURE 3021 An IAC controls idle speed by controlling the amount of air that passes around the throttle plate. More airflow results in a higher idle speed.
42
FIGURE 3022 A typical IAC.
43
FIGURE 3023 Some IAC units are purchased with the housing as shown. Carbon buildup in these passages can cause a rough or unstable idling or stalling.
44
There Is No Substitute for a Thorough Visual Inspection
An intermittent check engine light and a random-misfire diagnostic trouble code (DTC) P0300 was being diagnosed. A scan tool did not provide any help because all systems seemed to be functioning normally. Finally, the technician removed the engine cover and discovered a mouse nest.
45
There Is No Substitute for a Thorough Visual Inspection
FIGURE 3024 (a) Nothing looks unusual when the hood is first opened. (b) When the cover is removed from the top of the engine, a mouse or some other animal nest is visible. The animal had already eaten through a couple of injector wires. At least the cause of the intermittent misfire was discovered.
46
FUEL-INJECTION SERVICE
Fuel-injection system service should include the following operations:
1. Check fuel-pump operating pressure and volume 2. Test the fuel-pressure regulator for operation and leakage 3. Flush the entire fuel rail and upper fuelinjector screens including the fuel-pressure regulator 4. Decarbon the engine assembly 5. Clean the throttle plate and idle air control passages 6. Relearn the onboard computer
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FIGURE 3025 Checking fuel-pump volume using a hose from the outlet of the fuel-pressure regulator into a calibrated container.
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FIGURE 3026 Testing fuel-pump volume using a fuel-pressure gauge with a bleed hose inserted into a suitable container. The engine is running during this test.
49
FIGURE 3027 A typical two-line cleaning machine hookup, showing an extension hose that can be used to squirt a cleaning solution into the throttle body while the engine is running on the cleaning solution and gasoline mixture.
50
FIGURE 3028 To thoroughly clean a throttle body, it is sometimes best to remove it from the vehicle.
51
Check the Injectors at the Bends and the Ends
Injectors that are most likely to become restricted due to clogging of the filter basket screen are the injectors at the ends of the rail especially on returnless systems where dirt can accumulate. Also the injectors that are located at the bends of the fuel rail are also subject to possible clogging due to the dirt being deposited where the fuel makes a turn in the rail.
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Be Sure to Clean the Fuel Rail
Whenever you service the fuel injectors, or if you suspect that there may be a fuel-injector problem, remove the entire fuel rail assembly and check the passages for contamination. Always thoroughly clean the rail when replacing fuel injectors.
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FUEL-SYSTEM SCAN TOOL DIAGNOSTICS
Diagnosing a faulty fuel system can be a difficult task. However, it can be made easier by utilizing the information available via the serial data stream. By observing the long-term fuel trim and the shortterm fuel trim, we can determine how the fuel system is performing. Short-term fuel trim and long-term fuel trim can help us to zero in on specific areas of trouble. Readings should be taken at idle and at 3000 RPM. Use the following chart as a guide.
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FUEL-SYSTEM SCAN TOOL DIAGNOSTICS
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SUMMARY
1.
2.
3.
4.
A typical throttle-body fuel injector uses a computercontrolled injector solenoid to spray fuel into the throttlebody unit above the throttle plates. A typical port fuel-injection system uses an individual fuel injector for each cylinder and squirts fuel directly into the intake manifold about 3 inches (80 millimeters) from the intake valve. A typical fuel-injection system fuel pressure should not drop more than 20 PSI in 20 minutes. A noid light can be used to check for the presence of an injector pulse.
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SUMMARY
5.
6.
7.
Injectors can be tested for resistance and should be within 0.3 to 0.4 ohms of each other. Different designs of injectors have a different scope waveform depending on how the computer pulses the injector on and off. An idle air control unit controls idle speed and can be tested for proper operation using a scan tool or scope.
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REVIEW QUESTIONS
1. 2.
3.
List the ways fuel injectors can be tested. List the steps necessary to test a fuel-pressure regulator. Describe why it may be necessary to clean the throttle plate of a port fuel-injected engine.
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CHAPTER QUIZ 1. Most port fuel-injected engines operate on how much fuel pressure?
a. b. c. d.
3 to 5 PSI (21 to 35 kPa) 9 to 13 PSI (62 to 90 kPa) 35 to 45 PSI (240 to 310 kPa) 55 to 65 PSI (380 to 450 kPa)
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CHAPTER QUIZ 2. Fuel injectors can be tested using ________.

a. b. c. d.
An ohmmeter A stethoscope A scope All of the above
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CHAPTER QUIZ 3. Throttle-body fuel-injection systems use what type of injector driver?
a. b. c. d.
Peak and hold Saturated switch Pulse-width modulated Pulsed
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CHAPTER QUIZ 4. Port fuel-injection systems generally use what type of injector driver?
a. b. c. d.
Peak and hold Saturated switch Pulse-width modulated Pulsed
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CHAPTER QUIZ 5. The vacuum hose from the fuel-pressure regulator was removed from the regulator and gasoline dripped out of the hose. Technician A says that is normal and that everything is okay. Technician B says that one or more of the injectors may be defective, causing the fuel to get into the hose. Which technician is correct?
a. b. c. d.
Technician A only Technician B only Both Technicians A and B Neither Technician A nor B
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CHAPTER QUIZ 6. The fuel pressure drops rapidly when the engine is turned off. Technician A says that one or more injectors could be leaking. Technician B says that a defective check valve in the fuel pump could be the cause. Which technician is correct?
a.
b.
c. d.
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CHAPTER QUIZ 7. In a typical port fuel-injection system, which injectors are most subject to becoming restricted?
a. b.
c. d.
Any of them equally The injectors at the end of the rail on a returnless system The injectors at the bends in the rail Either b or c
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CHAPTER QUIZ 8. What component pulses the fuel injector on most vehicles?
a. b. c. d.
Electronic control unit (computer) Ignition module Crankshaft sensor Both b and c
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CHAPTER QUIZ 9. Fuel-injection service is being discussed. Technician A says that the throttle plate(s) should be cleaned. Technician B says that the fuel rail should be cleaned. Which technician is correct?
a. b.
c.
d.
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CHAPTER QUIZ 10. If the throttle plate needs to be cleaned, what symptoms will be present regarding the operation of the engine?
a. b. c. d.
Stalls Rough idle Hesitation on acceleration All of the above
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CHAPTER 30 Fuel-Injection System Diagnosis and Service

Automotive Engine Performance, 3/e By James D. Halderman

Peak-and-hold injector Pressure transducer Saturation

Automotive Engine Performance, 3/e By James D. Halderman

PORT FUEL-INJECTION PRESSURE REGULATOR DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

PORT FUEL-INJECTION PRESSURE REGULATOR DIAGNOSIS

To test a vacuum-controlled fuel-pressure regulator, follow these steps:

Automotive Engine Performance, 3/e By James D. Halderman

PORT FUEL-INJECTION PRESSURE REGULATOR DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

Pressure Transducer Fuel Pressure Test

Automotive Engine Performance, 3/e By James D. Halderman

Pressure Transducer Fuel Pressure Test

Automotive Engine Performance, 3/e By James D. Halderman

DIAGNOSING ELECTRONIC FUEL-INJECTION PROBLEMS USING VISUAL INSPECTION

Automotive Engine Performance, 3/e By James D. Halderman

DIAGNOSING ELECTRONIC FUEL-INJECTION PROBLEMS USING VISUAL INSPECTION

Automotive Engine Performance, 3/e By James D. Halderman

Stethoscope Fuel-Injection Test

Automotive Engine Performance, 3/e By James D. Halderman

Stethoscope Fuel-Injection Test

Stethoscope Fuel-Injection Test

Automotive Engine Performance, 3/e By James D. Halderman

Quick and Easy Leaking Injector Test

Automotive Engine Performance, 3/e By James D. Halderman

SCAN TOOL VACUUM LEAK DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

SCAN TOOL VACUUM LEAK DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

Automotive Engine Performance, 3/e By James D. Halderman

PORT FUEL-INJECTION SYSTEM DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

PORT FUEL-INJECTION SYSTEM DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

PORT FUEL-INJECTION SYSTEM DIAGNOSIS

Automotive Engine Performance, 3/e By James D. Halderman

TESTING FOR AN INJECTOR PULSE

Automotive Engine Performance, 3/e By James D. Halderman

TESTING FOR AN INJECTOR PULSE

Automotive Engine Performance, 3/e By James D. Halderman

TESTING FOR AN INJECTOR PULSE

Possible noid light problems and causes include the following:

Automotive Engine Performance, 3/e By James D. Halderman

TESTING FOR AN INJECTOR PULSE

Automotive Engine Performance, 3/e By James D. Halderman

CHECKING FUEL-INJECTOR RESISTANCE

Automotive Engine Performance, 3/e By James D. Halderman

CHECKING FUEL-INJECTOR RESISTANCE

FIGURE 3011 Connections and settings necessary to measure fuel-injector resistance.

Automotive Engine Performance, 3/e By James D. Halderman

CHECKING FUEL-INJECTOR RESISTANCE

MEASURING RESISTANCE OF GROUPED INJECTORS

Automotive Engine Performance, 3/e By James D. Halderman

MEASURING RESISTANCE OF GROUPED INJECTORS

Automotive Engine Performance, 3/e By James D. Halderman

Equal Resistance Test

Automotive Engine Performance, 3/e By James D. Halderman

MEASURING RESISTANCE OF INDIVIDUAL INJECTORS

Automotive Engine Performance, 3/e By James D. Halderman

PRESSURE-DROP BALANCE TEST

Automotive Engine Performance, 3/e By James D. Halderman

PRESSURE-DROP BALANCE TEST