The purpose of this test is to evaluate the correct operation of a Single Point Injection (SPI) injector based on the switching voltage, pulse width, and formation during engine run conditions.
Note: This help file refers to a 20:1 attenuator. If you are using a 10:1 attenuator please adjust the Probe settings for the relevant channel. These settings can be found under the Channel Options button, then: Probe > 10:1 Attenuator.
Connection for diagnostic work will vary dependent on application.
Technicians should whenever possible gain access to the test circuit without damage to seals and insulation. If this is not possible then make sure appropriate repairs are completed.
General connection advice
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Testing sensors and actuators (to include relevant circuit/connectors):
Single Point Injector (SPI) is also sometimes referred to as Throttle Body Injection (TBI).
A single injector is used (on larger engines two injectors can be used) in what may have the outward appearance of a carburettor housing.
The resultant waveform from the SPI system will show an initial injection period followed by multi-pulsing of the injector in the remainder of the trace. This section of the waveform is called the supplementary duration and is the only part of the injection trace to expand.
The reason that a single point injector is used rather than a multi-point configuration is sometimes hard to justify, and can only be due to a consideration towards costing and ease of application. A single injector is used (on larger engines two injectors can be used) in what may appear to be a carburettor housing.
It has a very low operating pressure (usually around 1 bar) and the atomising of the fuel can only be described as minimal, relying on the air movement within the inlet manifold to break the fuel down into smaller particles, ready for combustion.
Due to its design, the main advantage over a carburettor is that a lambda sensor can be employed ensuring that closed-loop control is maintained. Multi-point will undoubtedly ensure that the vehicle's engine has a higher power output with fewer exhaust emissions.
Due to the design of the system, a conventional air flow meter cannot be used and a map sensor is often employed.
This help topic is subject to changes without notification. The information within is carefully checked and considered to be correct. This information is an example of our investigations and findings and is not a definitive procedure. Pico Technology accepts no responsibility for inaccuracies. Each vehicle may be different and require unique test settings.
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