chapter FUEL-INJECTION SYSTEM

81 DIAGNOSIS AND SERVICE

OBJECTIVES: After studying Chapter 81, the reader will be able to: • Prepare for ASE Engine Performance (A8) certification test
content area “C” (Fuel, Air Induction, and Exhaust Systems Diagnosis and Repair). • Explain how to test the fuel injection system using a
scan tool. • Explain how to check a fuel-pressure regulator. • Describe how to test fuel injectors. • Explain how to diagnose electronic
fuel-injection problems. • Describe how to service the fuel-injection system.
KEY TERMS: Graphing multimeter (GMM) 900 • IAC counts 902 • Idle air control (IAC) 908 • Noid light 903 • Peak-and-hold
injector 908 • Pressure transducer 900 • Saturation 907

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 ap-
plied 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. FIGURE 81–1 If the vacuum hose is removed from the fuel-
2. Locate the fuel-pressure regulator and disconnect the vacuum pressure regulator when the engine is running, the fuel pressure
hose from the regulator. should increase. If it does not increase, then the fuel pump is
not capable of supplying adequate pressure or the fuel-pressure
NOTE: If gasoline drips out of the vacuum hose when regulator is defective. If gasoline is visible in the vacuum hose, the
removed from the fuel-pressure regulator, the regulator regulator is leaking and should be replaced.
is defective and will require replacement.

3. With the engine running at idle speed, reconnect the vacuum TECH TIP
hose to the fuel-pressure regulator while watching the fuel-
pressure gauge. The fuel pressure should drop (about 10 PSI
Pressure Transducer Fuel Pressure Test
or 69 kPa) when the hose is reattached to the regulator.
Using a pressure transducer and a graphing multimeter
4. Using a hand-operated vacuum pump, apply vacuum (20 in.
(GMM) or digital storage oscilloscope (DSO) allows the
Hg) to the regulator. The regulator should hold vacuum. If the
service technician to view the fuel pressure over time. SEE
vacuum drops, replace the fuel-pressure regulator. SEE
FIGURE 81–2(a). Note that the fuel pressure dropped from
FIGURE 81–1.
15 PSI down to 6 PSI on a TBI-equipped vehicle after just
NOTE: Some vehicles do not use a vacuum-regulated fuel- one minute. A normal pressure holding capability is shown in
pressure regulator. Many of these vehicles use a regulator FIGURE 81–2(b) when the pressure dropped only about
located inside the fuel tank that supplies a constant fuel 10% after 10 minutes on a port-fuel injection system.
pressure to the fuel injectors.

900 CHA PT ER 81
 KOEO
2 SEC. FUEL PUMP PULSE 100 100

0 0

15.0 6.0 PSI 32.6 28.0 PSI

1m 10m

LEAKING REGULATOR
FUEL PRESSURE DROP AFTER 1 MINUTE

(a) (b)
FIGURE 81–2 (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.

FIGURE 81–3 A clogged PCV system caused the engine oil fumes
to be drawn into the air cleaner assembly. This is what the technician
FIGURE 81–4 All fuel injectors should make the same sound
discovered during a visual inspection on this TBI system.
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
DIAGNOSING ELECTRONIC (pulsing) of the injectors.

FUEL-INJECTION PROBLEMS
USING VISUAL INSPECTION TECH TIP

Stethoscope Fuel-Injection Test

All fuel-injection systems require the proper amount of clean fuel de-
A commonly used test for injector operation is to listen to
livered to the system at the proper pressure and the correct amount
the injector using a stethoscope with the engine operating
of filtered air. The following items should be carefully inspected
at idle speed. SEE FIGURE 81–4. All injectors should
before proceeding to more detailed tests.
produce the same clicking sound. If any injector makes
Check the air filter and replace as needed. a clunking or rattling sound, it should be tested further
Check the air induction system for obstructions. or replaced. With the engine still running, place the end
Check the conditions of all vacuum hoses. Replace any hose of the stethoscope probe to the return line from the
that is split, soft (mushy), or brittle. fuel-pressure regulator. SEE FIGURE 81–5. Fuel
should be heard flowing back to the fuel tank if the fuel-
Check the positive crankcase ventilation (PCV) valve for proper
pump pressure is higher than the fuel-regulator pressure.
operation or replacement as needed. SEE FIGURE 81–3.
If no sound of fuel is heard, then either the fuel pump or
NOTE: The use of an incorrect PCV valve can cause a the fuel-pressure regulator is at fault.
rough idle or stalling.

F UEL - IN J EC TI ON S YS TEM DI AGN OS IS A ND SE RVI CE 901

 FUEL
PRESSURE
REGULATOR

FUEL
RETURN
LINE TO
TANK

FIGURE 81–6 Using a scan tool to check for IAC counts or

percentage as part of a diagnostic routine.

FIGURE 81–5 Fuel should be heard returning to the fuel tank at

the fuel return line if the fuel-pump and fuel-pressure regulator are TECH TIP
functioning correctly.
No Spark, No Squirt
Most electronic fuel-injection computer systems use the
TECH TIP
ignition primary (pickup coil or crank sensor) pulse as the
trigger for when to inject (squirt) fuel from the injectors
Quick and Easy Leaking Injector Test (nozzles). If this signal were not present, no fuel would be
Leaking injectors may be found by disabling the ignition, injected. Because this pulse is also necessary to trigger the
unhooking all injectors, and checking exhaust for module to create a spark from the coil, it can be said that “no
hydrocarbons (HC) using a gas analyzer while cranking spark” could also mean “no squirt.” Therefore, if the cause of
the engine (maximum HC 300 PPM). This test does not a no-start condition is observed to be a lack of fuel injection,
identity which injector is leaking but it does confirm that do not start testing or replacing fuel-system components
one or more injector is leaking. until the ignition system is checked for proper operation.

Check all fuel-injection electrical connections for corrosion or Therefore, one of the best indicators of a vacuum leak on a
damage. speed-density fuel-injection system is to look at the IAC counts or
Check for gasoline at the vacuum port of the fuel-pressure percentage. Normal IAC counts or percentage is usually 15 to 25.
regulator if the vehicle is so equipped. Gasoline in the vacuum A reading of less than 5 indicates a vacuum leak.
hose at the fuel-pressure regulator indicates that the regulator If a vacuum leak occurs on an engine equipped with a mass
is defective and requires replacement. airflow-type fuel-injection system, the extra air causes the following
to occur:
The engine will operate leaner-than-normal because the extra
SCAN TOOL VACUUM air has not been measured by the MAF sensor.

LEAK DIAGNOSIS The idle speed will likely be lower due to the leaner-than-
normal air–fuel mixture.
The idle air control (IAC) counts or percentage will often
If a vacuum (air) leak occurs on an engine equipped with a speed- increase in an attempt to return the engine speed to the target
density-type of fuel injection, the extra air would cause the following speed stored in the computer.
to occur:
The idle speed increases due to the extra air just as if the
throttle pedal was depressed. PORT FUEL-INJECTION
The MAP sensor reacts to the increased air from the vacuum
leak as an additional load on the engine. SYSTEM DIAGNOSIS
The computer increases the injector pulse width slightly
longer due to the signal from the MAP sensor. To determine if a port fuel-injection system—including the fuel
The air–fuel mixture remains unchanged. pump, injectors, and fuel-pressure regulator–is operating correctly,
The idle air control (IAC) counts will decrease, thereby at- take the following steps.
tempting to reduce the engine speed to the target idle speed 1. Attach a fuel-pressure gauge to the Schrader valve on the fuel
stored in the computer memory. SEE FIGURE 81–6. rail. SEE FIGURE 81–7.

902 CHA PT ER 81
 (a)

FIGURE 81–7 Checking the fuel pressure using a fuel-pressure

gauge connected to the Schrader valve.

(b)
FIGURE 81–9 (a) Noid lights are usually purchased as an assort-
ment so that one is available for any type or size of injector wiring
connector. (b) The connector is unplugged from the injector and
FIGURE 81–8 Shutoff valves must be used on vehicles equipped a noid light is plugged into the harness side of the connector. The
with plastic fuel lines to isolate the cause of a pressure drop in the noid light should flash when the engine is being cranked if the
fuel system. power circuit and the pulsing to ground by the computer are func-
tioning normally.
2. Turn the ignition key on or start the engine to build up the fuel-
pump pressure (often about 35 to 45 PSI. Always check service
information for the specified fuel pressure).
CAUTION: Do not clamp plastic fuel lines. Connect shutoff
3. Wait 20 minutes and observe the fuel pressure retained in the
valves to the fuel system to shut off supply and return lines.
fuel rail and note the PSI reading. The fuel pressure should not
SEE FIGURE 81–8.
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
TESTING FOR AN
To determine which unit is defective, perform the following:
INJECTOR PULSE
Reenergize the electric fuel pump.
Clamp the fuel supply line, and wait 10 minutes (see Caution
One of the first checks that should be performed when diagnosing
box). If the pressure drop does not occur, replace the fuel pump.
a no-start condition is whether the fuel injectors are being pulsed
If the pressure drop still occurs, continue with the next step.
by the computer. Checking for proper pulsing of the injector is also
Repeat the pressure buildup of the electric pump and clamp important in diagnosing a weak or dead cylinder.
the fuel return line. If the pressure drop time is now okay, A noid light is designed to electrically replace the injector in
replace the fuel-pressure regulator. the circuit and to flash if the injector circuit is working correctly.
If the pressure drop still occurs, one or more of the injectors is SEE FIGURE 81–9. To use a noid light, disconnect the electrical
leaking. Remove the injectors with the fuel rail and hold over connector at the fuel injector and plug the noid light into the injec-
paper. Replace those injectors that drip one or more drops tor harness connections. Crank or start the engine. The noid light
after 10 minutes with pressurized fuel. should flash regularly.

FU EL- INJ EC T I ON SY STE M D I AG NO SIS AN D S ERVI CE 903

 VOLTS DC Injector Resistance Table
Resistance
Manufacturer Injector Application Values
General Motors
Ω
Quad 4 1.95–2.15 Ω
mV
V
mA
A T-PIN CPI Vortec 4.3L 1.48–1.52 Ω
RPM mA
–V A
MFI Bosch Style Injector 15.95–16.35 Ω
OFF
(1985–1989) 2.8L
VΩ-M
A mA COM RPM
INJECTOR MFI Black Multec Injector 11.8–12.6 Ω
CONNECTOR 2.8L, 3.1L, 3.3L, 3.4L
PROBE INJECTOR MFI 3800 14.3–14.7 Ω
HOT SIDE
OF INJECTOR MFI 3.8L, 5.0L, 5.7L 15.8–16.6 Ω
MFI 5.7 LT5-ZR1 11.8–12.6 Ω
TBI 220 Series 2.8L, 3.1L, 1.16–1.36 Ω
4.3L, 5.0L, 5.7L, 7.4L
BATTERY
POSITIVE TBI 295 Series 4.3L, 1.42–1.62 Ω
6.0L, 7.0L
TBI 700 Series 2.0L, 1.42–1.62 Ω
2.2L, 2.5L
Chrysler
MFI Early Years through 2.4 Ω
1992 (majority of)
FIGURE 81–10 Use a DMM set to read DC volts to check the MFI Later Years after 14.5 Ω
voltage drop of the positive circuit to the fuel injector. A reading of 1992 (majority of)
0.5 volt or less is generally considered to be acceptable.
TBI Low-Pressure 1.3 Ω
Systems (majority of)
NOTE: The term noid is simply an abbreviation of the word
TBI High-Pressure 0.7 Ω
solenoid. Injectors use a movable iron core and are there-
Systems (majority of)
fore solenoids. Therefore, a noid light is a replacement for
the solenoid (injector). Ford
MFI (majority of) 15.0–18.0 Ω
Possible noid light problems and causes include the following:
TBI Low-Pressure 1.9L 1.0–2.0 Ω
1. The light is off and does not flash. The problem is an open in ei- (1987–1990)
ther the power side or ground side (or both) of the injector circuit.
TBI Low-Pressure 2.3L 1.0–2.0 Ω
2. The noid light flashes dimly. A dim noid light indicates exces- (1985–1987)
sive resistance or low voltage available to the injector. Both the TBI Low-Pressure 2.5L 1.0–2.0 Ω
power and ground side must be checked. (1986–1990)
3. The noid light is on and does not flash. If the noid light is TBI High-Pressure 3.8L 1.5–2.5 Ω
on, then both a power and a ground are present. Because the (1984–1987)
light does not flash (blink) when the engine is being cranked or
TBI High-Pressure 5.0L 1.5–3.5 Ω
started, then a short-to-ground fault exists either in the compu-
(1981–1985)
ter itself or in the wiring between the injector and the computer.

CAUTION: A noid lamp must be used with caution. The com-

NOTE: Some engines require specific procedures to gain
puter may show a good noid light operation and have low
access to the injectors. Always follow the manufacturers’
supply voltage. SEE FIGURE 81–10.
recommended procedures.

With an ohmmeter, measure the resistance across the injector

CHECKING FUEL-INJECTOR terminals. Be sure to use the low-ohms feature of the digital ohm-
meter to read in tenths (0.1) of an ohm. SEE FIGURES 81–11
RESISTANCE AND 81–12. Check service information for the resistance specifi-
cation of the injectors. Measure the resistance of all of the injec-
tors. Replace any injector that does not fall within the resistance
Each port fuel injector must deliver an equal amount of fuel or the range of the specification. The resistance of the injectors should
engine will idle roughly or perform poorly. be measured twice—once when the engine (and injectors) are
The electrical balance test involves measuring the injector coil- cold and once after the engine has reached normal operating tem-
winding resistance. For best engine operation, all injectors should perature. If any injector resistance is not equal to specifications,
have the same electrical resistance. To measure the resistance, make certain that the terminals of the injector are electrically
carefully release the locking feature of the connector and remove sound, and perform other tests to confirm an injector problem
the connector from the injector. before replacement.

904 CHA PT ER 81
 TECH TIP
DIGITAL MULTIMETER
RECORD MAX MIN

15.20 %
HZ
Equal Resistance Test
0 1 2 3 4 5 6 7 8 9 0

MIN MAX
All fuel injectors should measure the specified resistance.
HZ
However the specification often indicates the temperature
mV
of the injectors be at room temperature and of course will
V
mA
A
vary according to the temperature. Rather than waiting for
V A 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
A mA A COM V
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).

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. For example,

Injector resistance 12 ohms (Ω)

Three injectors in parallel 4 ohms (Ω)
A V-6 has two groups of three injectors. Therefore, both groups
FIGURE 81–11 An ohmmeter is connected to the injector electri- should measure the same resistance. If both groups measure
cal terminals to read injector coil resistance. 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 measures
4 ohms, then it is likely that one or more fuel injectors are defective
(shorted). This means that the technician now has reasonable cause
to remove the intake manifold to get access to each injector for fur-
ther testing. SEE FIGURE 81–13.

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. SEE FIGURE 81–14. If the injectors are not ac-
cessible, check service information for the location of the electrical
FIGURE 81–12 To measure fuel-injector resistance, a technician connector for the injectors. Unplug the connector and measure the
constructed a short wiring harness with a double banana plug that resistance of each injector at the injector side of the connector. Use
fits into the V and COM terminals of the meter and an injector con- service information to determine the wire colors for the power side
nector at the other end. This setup makes checking resistance of and the pulse side of each injector.
fuel injectors quick and easy.

PRESSURE-DROP
MEASURING RESISTANCE
BALANCE TEST
OF GROUPED INJECTORS
The pressure balance test involves using an electrical timing de-
Many vehicles are equipped with a port fuel-injection system that vice to pulse the fuel injectors on for a given amount of time, usu-
“fires” two or more injectors at a time. For example, a V-6 may ally 500 ms or 0.5 second, and observing the drop in pressure that
group all three injectors on one bank to pulse on at the same time. accompanies the pulse. If the fuel flow through each injector is equal,
Then the other three injectors will be pulsed on. This sequence the drop in pressure in the system will be equal. Most manufacturers

FU EL- INJ EC T I ON SY STE M D I AG NO SIS AN D S ERVI CE 905

 (a) (b)
FIGURE 81–13 (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.

FUEL PRESSURE
SCHRADER GAUGE
VALVE

TEST CONNECTOR
FROM PULSE UNIT

INJECTOR

FIGURE 81–14 If an injector has the specified resistance, this FIGURE 81–15 After connecting a pressure gauge, unplug the
does not mean that it is okay. This injector had the specified electrical connector from an injector and attach the test lead from
resistance yet it did not deliver the correct amount of fuel because the pulse unit to the injector.
it was clogged.

STEP 3 Turn the ignition key to the on position to prime the fuel rail.
Note the static fuel-pressure reading.
recommend that the pressures be within about 1.5 PSI (10 kPa) of
STEP 4 Activate the pulser for the timed firing pulses.
each other for satisfactory engine performance. This test method
not only tests the electrical functioning of the injector (for definite STEP 5 Note and record the new static rail pressure after the injec-
time and current pulse), but also tests for mechanical defects that tor has been pulsed. SEE FIGURE 81–15.
could affect fuel flow amounts. STEP 6 Reenergize the fuel pump and repeat this procedure for all
The purpose of running this injector balance test is to determine of the engine injectors.
which injector is restricted, inoperative, or delivering fuel differently STEP 7 Compare the two pressure readings and compute the pres-
than the other injectors. Replacing a complete set of injectors can sure drop for each injector. Compare the pressure drops of
be expensive. The basic tools needed are: the injectors to each other. Any variation in pressure drops will
Accurate pressure gauge with pressure relief indicate an uneven fuel delivery rate between the injectors.
Injector pulser with time control For example:
Necessary injector connection adapters
Injector 1 2 3 4 5 6
Safe receptacle for catching and disposing of any fuel
Initial pressure 40 40 40 40 40 40
released
Second pressure 30 30 35 30 20 30
STEP 1 Attach the pressure gauge to the fuel delivery rail on the sup-
ply side. Make sure the connections are safe and leakproof. Pressure drop 10 10 5 10 20 10

STEP 2 Attach the injector pulser to the first injector to be tested. Possible problem OK OK Restriction OK Leak OK

906 CHA PT ER 81
 PEAK VOLTAGE CAUSED
BY THE COLLAPSE OF THE
INJECTOR COIL

DRIVER TRANSISTOR TURNS

ON, PULLING THE INJECTOR
PINTLE AWAY FROM ITS
SEAT, STARTING FUEL FLOW

BATTERY VOLTAGE
(SOURCE VOLTAGE DRIVER TRANSISTOR
SUPPLIED TO INJECTOR) TURNS OFF, ENDING
FIGURE 81–16 An injector tester being used to check the volt- FUEL FLOW
age drop through the injector while the tester is sending current
INJECTOR
through the injectors. This test is used to check the coil inside the ON-TIME
injector. This same tester can be used to check for equal pressure
FIGURE 81–18 The injector on-time is called the pulse
drop of each injector by pulsing the injector on for 500 ms.
width. (Courtesy of Fluke Corporation)

injector while a digital multimeter is connected to the unit, which will

display the voltage drop as the current flows through the winding.

CAUTION: Do not test an injector using a pulse-type tester

more than one time without starting the engine to help avoid
a hydrostatic lock caused by the flow of fuel into the cylinder
during the pulse test.

Record the highest voltage drop observed on the meter display

during the test. Repeat the voltage-drop test for all of the injectors.
The voltage drop across each injector should be within 0.1 volt of
each other. If an injector has a higher-than-normal voltage drop, the
injector windings have higher-than-normal resistance.

SCOPE-TESTING
AUTOMOTIVE SCOPMETER

HOLD

25
20

FUEL INJECTORS
15

10

0
-5

VEHICLE PRADE
DATA SINGLE RANGE

MENU RECORD
A scope (analog or digital storage) can be connected into each in-
jector circuit. There are three types of injector drive circuits and
SAVE
RECALL
AUTO
RANGE
each type of circuit has its own characteristic pattern. SEE
FIGURE 81–17 for an example of how to connect a scope to read
a fuel-injector waveform.
FIGURE 81–17 A digital storage oscilloscope can be easily
connected to an injector by carefully back probing the electrical SATURATED SWITCH TYPE In a saturated switch-type
connector. injector-driven circuit, voltage (usually a full 12 volts) is applied to
the injector. The ground for the injector is provided by the vehicle
computer. When the ground connection is completed, current flows

INJECTOR VOLTAGE- through the injector windings. Due to the resistance and inductive
reactance of the coil itself, it requires a fraction of a second (about
DROP TESTS 3 milliseconds or 0.003 seconds) for the coil to reach saturation
or maximum current flow. Most saturated switch-type fuel injec-
tors have 12 to 16 ohms of resistance. This resistance, as well
Another test of injectors involves pulsing the injector and measuring as the computer switching circuit, control and limit the current
the voltage drop across the windings as current is flowing. A typical flow through the injector. A voltage spike occurs when the compu-
voltage-drop tester is shown in FIGURE 81–16. The tester, which ter shuts off (opens the injector ground-side circuit) the injectors.
is recommended for use by General Motors Corporation, pulses the SEE FIGURE 81–18.

FU EL- INJ EC T I ON SY ST EM DI A GNO SIS AN D S ER VI C E 907

 PEAK VOLTAGE CAUSED
BY THE COLLAPSE OF THE
INJECTOR COIL, WHEN
CURRENT IS REDUCED
CURRENT REDUCED
ENOUGH TO KEEP
HOLD-IN WINDING
ACTIVATED

DRIVER TRANSISTOR TURNS

ON, PULLING THE INJECTOR
PINTLE AWAY FROM ITS SEAT,
BEGINNING FUEL FLOW

FIGURE 81–20 A set of six reconditioned injectors. The sixth in-

BATTERY VOLTAGE jector is barely visible at the far right.
(SOURCE VOLTAGE
SUPPLIED TO INJECTOR)
INJECTOR
ON-TIME
FIGURE 81–19 A typical peak-and-hold fuel-injector waveform.
? FREQUENTLY ASKE D QUESTION

Most fuel injectors that measure less than 6 ohms will usually
If Three of Six Injectors Are Defective, Should
display a similar waveform.
I Also Replace the Other Three?
This is a good question. Many service technicians “rec-
PEAK-AND-HOLD TYPE A peak-and-hold type is typically ommend” that the three good injectors also be replaced
used for TBI and some port low-resistance injectors. Full battery along with the other three that tested as being defective.
voltage is applied to the injector and the ground side is controlled The reasons given by these technicians include:
through the computer. The computer provides a high initial current • All six injectors have been operating under the same
flow (about 4 amperes) to flow through the injector windings to open fuel, engine, and weather conditions.
the injector core. Then the computer reduces the current to a lower • The labor required to replace all six is just about the
level (about 1 ampere). The hold current is enough to keep the injec- same as replacing only the three defective injectors.
tor open, yet conserves energy and reduces the heat buildup that • Replacing all six at the same time helps ensure that all
would occur if the full current flow remains on as long as the injector of the injectors are flowing the same amount of fuel so
is commanded on. Typical peak-and-hold-type injector resistance that the engine is operating most efficiently.
ranges from 2 to 4 ohms. With these ideas in mind, the customer should be in-
The scope pattern of a typical peak-and-hold-type injec- formed and offered the choice. Complete sets of injectors
tor shows the initial closing of the ground circuit, then a voltage such as those in FIGURE 81–20 can be purchased at
spike as the current flow is reduced. Another voltage spike occurs a reasonable cost.
when the lower level current is turned off (opened) by the computer.
SEE FIGURE 81–19.

PULSE-WIDTH MODULATED TYPE A pulse-width modu- idle speed. This control is often called the idle air control (IAC).
lated type of injector drive circuit uses lower-resistance coil injectors. SEE FIGURES 81–21 THROUGH 81–23.
Battery voltage is available at the positive terminal of the injector and When the engine stops, most IAC units will retract outward to
the computer provides a variable-duration connection to ground on get ready for the next engine start. When the engine starts, the en-
the negative side of the injector. The computer can vary the time gine speed is high to provide for proper operation when the engine
intervals that the injector is grounded for very precise fuel control. is cold. Then, as the engine gets warmer, the computer reduces
Each time the injector circuit is turned off (ground circuit engine idle speed gradually by reducing the number of counts or
opened), a small voltage spike occurs. It is normal to see multiple steps commanded by the IAC.
voltage spikes on a scope connected to a pulse-width modulated When the engine is warm and restarted, the idle speed should
type of fuel injector. momentarily increase, then decrease to normal idle speed. This in-
crease and then decrease in engine speed is often called an engine-
flare. If the engine speed does not flare, then the IAC may not be
working (it may be stuck in one position).
IDLE AIR SPEED
CONTROL DIAGNOSIS
FUEL-INJECTION SERVICE
On an engine equipped with fuel injection (TBI or port injection), the
idle speed is controlled by increasing or decreasing the amount of After many years of fuel-injection service, some service technicians
air bypassing the throttle plate. Again, an electronic stepper motor still misunderstand the process of proper fuel-system handling.
or pulse-width modulated solenoid is used to maintain the correct Much has been said over the years with regard to when and how

908 CHA PT ER 81
 IDLE AIR CONTROL MOTOR (IAC)
(NORMAL IDLE POSITION)

AIR BYPASS
PASSAGE

AIR
FLOW
THROTTLE (a)
VALVE

(FULLY EXTENDED POSITION)

AIR BYPASS
PASSAGE

(b)
FIGURE 81–21 An IAC controls idle speed by controlling the FIGURE 81–24 (a) Nothing looks unusual when the hood is
amount of air that passes around the throttle plate. More airflow first opened. (b) When the cover is removed from the top of the
results in a higher idle speed. 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.

REAL WOR LD FIX

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
FIGURE 81–22 A typical IAC. 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. SEE FIGURE 81–24.

to perform injector cleaning. Some manufacturers have suggested

methods of cleaning while others have issued bulletins to prohibit
any cleaning at all.
All engines using fuel injection do require some type of fuel-
system maintenance. Normal wear and tear with underhood tem-
peratures and changes in gasoline quality contribute to the buildup
FIGURE 81–23 Some IAC units are purchased with the housing of olefin wax, dirt, water, and many other additives. Unique to each
as shown. Carbon buildup in these passages can cause a rough or engine is an idle air-control design that also may contribute different
unstable idling or stalling. levels of carbon deposits.

FU EL- INJ EC T I ON SY STE M D I AG NO SIS AN D S ERVI CE 909

 4 5 6
3 7

FUEL VOLUME TEST

2 8
9
1
0 10

Bar

FUEL GAUGE

REGULATOR

FIGURE 81–26 Testing fuel-pump volume using a fuel-pressure

gauge with a bleed hose inserted into a suitable container. The en-
gine is running during this test.
ONE OUNCE
PER SECOND

but will be maintained by the presence of a regulator. At this

point, cleaning chemical is added to the fuel at a 5:1 mixture
and allowed to flow through the system for 15 to 30 minutes.
FIGURE 81–25 Checking fuel-pump volume using a hose from SEE FIGURE 81–27. Results are best on a hot engine with
the outlet of the fuel-pressure regulator into a calibrated container. the fuel supply looped and the engine not running. Below are
some points to consider:
This flush is the fix most vehicles need first. The difference
Fuel-injection system service should include the following is that the deposits are removed to a remote tank and filter
operations: versus attempting to soften the deposits and blow them
1. Check fuel-pump operating pressure and volume. The miss- through the upper screens.
ing link here is volume. Most working technicians assume that if Most injectors use a 10-micron final filter screen. A 25%
the pressure is correct, the volume is also okay. Hook up a fuel- restriction in the upper screen would increase the injector
pressure tester to the fuel rail inlet to quickly test the fuel pres- on-time approximately 25%.
sure with the engine running. At the same time, test the volume Clean the fuel injectors. Start the engine and adjust the
of the pump by sending fuel into the holding tank. (One ounce output pressure closer to regulator pressure or lower than
per second is the usual specification.) SEE FIGURE 81–25. in the previous steps. Lower pressure will cause the pulse
A two-line system tester is the recommended procedure to use width to open up somewhat longer and allow the injec-
and is attached to the fuel inlet and the return on the fuel rail. The tors to be cleaned. Slow speed (idle) position will take
vehicle onboard system is looped and returns fuel to the tank. a longer time frame and operating temperature will be
reached. Clean injectors are the objective, but the chemi-
2. Test the fuel-pressure regulator for operation and leakage.
cal should also decarbon the engine valves, pistons, and
At this time, the fuel-pressure regulator would be tested for
oxygen sensor.
operational pressure and proper regulation, including leakage.
Below are some points to consider: 4. Decarbon the engine assembly. On most vehicles, the injec-
Good pressure does not mean proper volume. For ex- tor spray will help the decarboning process. On others, you may
ample, a clogged filter may test okay on pressure but the need to enhance the operation with external addition of a mix-
restriction may not allow proper volume under load. SEE ture through the PCV hose, throttle plates, or idle air controls.
FIGURE 81–26. 5. Clean the throttle plate and idle air control passages. Do-
It is a good idea to use the vehicle’s own gasoline to ing this service alone on most late-model engines will show a
service the system versus a can of shop gasoline that has manifold vacuum increase of up to 2 in. Hg. Stop the engine
been sitting around for some time. and clean the areas as needed, then use a handheld fuel injec-
Pressure regulators do fail and a lot more do not properly tor connected in parallel with the pressure hose, along with a
shut off fuel, causing higher-than-normal pump wear and pulser to allow cleaning of the throttle plates with the same
shorter service life. chemical as injectors are running on. SEE FIGURE 81–28.
3. Flush the entire fuel rail and upper fuel-injector screens This works well as air is drawn into IAC passages on a running
including the fuel-pressure regulator. Raise the input pres- engine and will clean the passages without IAC removal.
sure to a point above regulator setting to allow a constant flow 6. Relearn the onboard computer. Some vehicles may have been
of fuel through the inlet pressure side of the system, through running in such a poor state of operation that the onboard com-
the fuel rail, and out the open fuel-pressure regulator. In most puter may need to be relearned. Consult service information for
cases the applied pressure is 75 to 90 PSI (517 to 620 kPa), the suggested relearn procedures for each particular vehicle.

910 CH AP TER 81
 TO PLENUM
CLEANER NOZZLE

FUEL TANK
FUEL SUPPLY AND RETURN
LINES DISCONNECTED FROM
SYSTEM AND LOOPED TOGETHER

FUEL RAIL

CLEANING
SOLUTION VACUUM
LINE
DISCONNECTED

CLEANING SOLUTION RETURN

FIGURE 81–27 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. Typical two-line cleaning machines include
Carbon Clean, Auto Care, Injector Test, DeCarbon, or Motor-Vac.

TECH TIP

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.

FIGURE 81–28 To thoroughly clean a throttle body, it is some-

Fuel-Injection Symptom Chart
times best to remove it from the vehicle.
Symptom Possible Causes
Hard cold starts • Low fuel pressure
• Leaking fuel injectors
TECH TIP • Contaminated fuel
• Low-volatility fuel
Check the Injectors at the “Bends and the Ends” • Dirty throttle plate
Injectors that are most likely to become restricted due to Garage stalls • Low fuel pressure
clogging of the filter basket screen are the injectors at the • Insufficient fuel volume
ends of the rail especially on returnless systems where
• Restricted fuel injector
dirt can accumulate. Also the injectors that are located
at the bends of the fuel rail are also subject to possible • Contaminated fuel
clogging due to the dirt being deposited where the fuel • Low-volatility fuel
makes a turn in the rail. Poor cold performance • Low fuel pressure
• Insufficient fuel volume
• Contaminated fuel
• Low-volatility fuel

This service usually takes approximately one hour for the ve- Tip-in hesitation (hesitation • Low fuel pressure
hicle to run out of fuel and the entire service to be performed. The just as the accelerator pedal • Insufficient fuel volume
good thing is that the technician may do other services while this is depressed)
• Intake valve deposits
is being performed. Some technicians may install a set of plugs or • Contaminated fuel
change the fuel filter while the engine is flushing. This service should
restore the fuel system to original operations. • Low-volatility fuel

FU EL- INJ EC T I ON SY ST EM DI A GNO SIS AN D S ER VI C E 911

 IAC COUNTS A scan tool can be used to check the counts or
FUEL-SYSTEM SCAN steps needed to control the idle speed. With the engine at normal
operating temperature, the following IAC position as displayed on a
TOOL DIAGNOSTICS scan tool will help with fuel system diagnosis.
Normal—Normal idle air control counts should be
25–35 counts or percentage.
FUEL TRIM VALUES Diagnosing a faulty fuel system can be a
Lower-than-normal—If the IAC counts or percentage is less
difficult task. However, it can be made easier by utilizing the informa-
than 5 then there could be a vacuum leak (speed density
tion available via the serial data stream. By observing the long-term
system) or false air on some mass air flow engines.
fuel trim and the short-term fuel trim, we can determine how the fuel
system is performing. Short-term fuel trim and long-term fuel trim Higher-than-normal—If the counts or percentage is higher
can help us to zero in on specific areas of trouble. Readings should than 50, then this could be due to an excessive drag on the
be taken at idle and at 3000 RPM. Use the following chart as a guide. engine or a dirty throttle body or throttle plate.

Long-Term Fuel Long-Term Fuel

Condition Trim at Idle Trim at 3000 RPM
System normal 0% 10% 0% 10%
Vacuum leak HIGH OK
Fuel flow problem OK HIGH
Low fuel pressure HIGH HIGH
High fuel pressure *OK or LOW *OK or LOW
*High fuel pressure will affect trim at idle, at 3000 RPM, or both.

912 CH AP TER 81
 FUEL-PUMP RELAY CIRCUIT DIAGNOSIS

1 The tools needed to diagnose a circuit containing

a relay include a digital multimeter (DMM), a fused
jumper wire, and an assortment of wiring terminals. 2 Start the diagnosis by locating the relay center. It is
under the hood on this General Motors vehicle, so
access is easy. Not all vehicles are this easy.

3 The chart under the cover for the relay center indicates
the location of the relay that controls the electric fuel
pump. 4 Locate the fuel-pump relay and remove by using a
puller if necessary. Try to avoid rocking or twisting the
relay to prevent causing damage to the relay terminals
or the relay itself.

5 Terminals 85 and 86 represent the coil inside the relay.

Terminal 30 is the power terminal, 87a is the normally
closed contact, and 87 is the normally open contact. 6 The terminals are also labeled on most relays.

CO NT INUED

F UEL - IN J EC TI ON S YS TEM DI AGN OS IS A ND SE RVI CE 913

 FUEL-PUMP RELAY CIRCUIT DIAGNOSIS (CONTINUED)

7 To help make good electrical contact with the terminals

without doing any harm, select the proper-size terminal
from the terminal assortment. 8 Insert the terminals into the relay socket in 30 and 87.

9 To check for voltage at terminal 30, use a test light

or a voltmeter. Start by connecting the alligator clip
of the test light to the positive ( ) terminal of the
battery.
10 Touch the test light to the negative ( ) terminal of
the battery or a good engine ground to check the
test light.

11 Connect the ground lead of the test light to a good

ground and check for voltage at terminal 30 of the
relay. The ignition may have to be in the on (run)
position.
12 To check to see if the electric fuel pump can be
operated from the relay contacts, use a fused
jumper wire and touch the relay contacts that
correspond to terminals 30 and 87 of the relay.

914 CH AP TER 81
 STEP BY STEP

13 Connect the leads of the meter to contacts 30 and

87 of the relay socket. The reading of 4.7 amperes
is okay because the specification is 4 to 8 amperes. 14 Set the meter to read ohms (Ω) and measure the
resistance of the relay coil. The usual reading for
most relays is between 60 and 100 ohms.

15 Measure between terminal 30 and 87a.

Terminal 87a is the normally closed contact,
and there should be little, if any, resistance
between these two terminals, as shown.
16 To test the normally open contacts, connect one
meter lead to terminal 30 and the other lead to
terminal 87. The ohmmeter should show an open
circuit by displaying OL.

17 Connect a fused jumper wire to supply 12 volts to

terminal 86 and a ground to terminal 85 of the
relay. If the relay clicks, then the relay coil is able
to move the armature (movable arm) of the relay.
18 After testing, be sure to reinstall the relay and the
relay cover.

F UEL - IN J EC TI ON S YS TEM DI AGN OS IS A ND SE RVI CE 915

 FUEL INJECTOR CLEANING

1 Start the fuel injector cleaning process by bringing the

vehicle’s engine up to operating temperature. Shut off
the engine, remove the cap from the fuel rail test port,
and install the appropriate adapter.
2 The vehicle’s fuel pump is disabled by removing its
relay or fuse. In some cases, it may be necessary to
disconnect the fuel pump at the tank if the relay or fuse
powers more than just the pump.

3 Turn the outlet valve of the canister to the OFF or

CLOSED position.
4 Remove the fuel injector cleaning canister’s top and
regulator assembly. Note that there is an O-ring seal
located here that must be in place for the canister’s
top to seal properly.

5 Pour the injection system cleaning fluid into the open

canister. Rubber gloves are highly recommended for
this step as the fluid is toxic. 6 Replace the canister’s top (making sure it is tight) and
connect its hose to the fuel rail adapter. Be sure that
the hose is routed away from exhaust manifolds and
other hazards.

916 CH AP TER 81
 STEP BY STEP

7 Hang the canister from the vehicle’s hood and adjust

the air pressure regulator to full OPEN position (CCW).
8 Connect shop air to the canister and adjust the air
pressure regulator to the desired setting. Canister
pressure can be read directly from the gauge.

9 Canister pressure should be adjusted to 5 PSI below

system fuel pressure. An alternative for return-type
systems is to block the fuel return line to the tank. 10 Open the outlet valve on the canister.

11 Start the vehicle’s engine and let run at

1000–1500 RPM. The engine is now running on
fuel injector cleaning fluid provided by the canister. 12 Continue the process until the canister is empty
and the engine stalls. Remove the cleaning equip-
ment, enable the vehicle’s fuel pump, and run the
engine to check for leaks.

FUE L- IN J EC TI ON SYS TEM D I AG NOS IS AND SE RVI CE 917