On 1985-94 2.8 and 3.1L engines, the multi-port fuel injection (MFI) system is available. The MFI system is controlled by a computer control module (ECM or PCM) which monitors engine operations and generates output signals to provide the correct air/fuel mixture, ignition timing and engine idle speed control. Input to the control unit is provided by an oxygen sensor, coolant temperature sensor, detonation sensor, hot film air mass sensor and throttle position sensor. The ECM/PCM also receives information concerning engine rpm, road speed, transmission gear position, power steering and air conditioning.
On 1.8L, 2.0L OHC and turbocharged engines, a sequential port fuel injection system (SFI) is used for more precise fuel control. With SFI, metered fuel is timed and injected sequentially through injectors into individual cylinder ports. Each cylinder receives one injection per working cycle (every two revolutions), just prior to the opening of the intake valve. The main difference between the two types of fuel injection systems is the manner in which fuel is injected. In the multiport system, all injectors work simultaneously, injecting half the fuel charge each engine revolution. The control units are different for SFI and MFI systems, but most other components are similar. In addition, the SFI system incorporates a new Computer Controlled Coil Ignition system that uses an electronic coil module that replaces the conventional distributor and coil used on most engines. An electronic spark control (ESC) is used to adjust the spark timing.
Both systems use Bosch injectors, one at each intake port, rather than the single injector found on the earlier throttle body system. The injectors are mounted on a fuel rail and are activated by a signal from the electronic control module. The injector is a solenoid-operated valve which remains open depending on the width of the electronic pulses (length of the signal) from the computer control module (ECM/PCM); the longer the open time, the more fuel is injected. In this manner, the air/fuel mixture can be precisely controlled for maximum performance with minimum emissions.
Fuel is pumped from the tank by a high pressure fuel pump, located inside the fuel tank. It is a positive displacement roller vane pump. The impeller serves as a vapor separator and pre-charges the high pressure assembly. A pressure regulator maintains 28-36 psi (28-50 psi on turbocharged engines) in the fuel line to the injectors and the excess fuel is fed back to the tank. On MFI systems, a fuel accumulator is used to dampen the hydraulic line hammer in the system created when all injectors open simultaneously.
The Mass Air Flow (MAF) sensor is used to measure the mass of air that is drawn into the engine cylinders. It is located just ahead of the air throttle in the intake system and consists of a heated film which measures the mass of air, rather than just the volume. A resistor is used to measure the temperature of the incoming air and the air mass sensor maintains the temperature of the film at 75° above ambient temperature. As the ambient (outside) air temperature rises, more energy is required to maintain the heated film at the higher temperature and the control unit uses this difference in required energy to calculate the mass of the incoming air. The control unit uses this information to determine the duration of fuel injection pulse, timing and EGR.
The throttle body incorporates an Idle Air Control (IAC) valve that provides for a bypass channel through which air can flow. It consists of an orifice and pintle which is controlled by the ECM through a stepper motor. The IAC provides air flow for idle and allows additional air during cold start until the engine reaches operating temperature. As the engine temperature rises, the opening through which air passes is slowly closed.
The throttle position sensor (TPS) provides the control unit with information on throttle position, in order to determine injector pulse width and hence correct mixture. The TPS is connected to the throttle shaft on the throttle body and consists of a potentiometer with one end connected to a 5 volt source from the ECM and the other to ground. A third wire is connected to the ECM to measure the voltage output from the TPS which changes as the throttle valve angle is changed (accelerator pedal moves). At the closed throttle position, the output is low (approximately 0.4 volts); as the throttle valve opens, the output increases to a maximum 5 volts at wide open throttle (WOT). The TPS can be misadjusted open, shorted, or loose and if it is out of adjustment, the idle quality or WOT performance may be poor. A loose TPS can cause intermittent bursts of fuel from the injectors and an unstable idle because the ECM thinks the throttle is moving. This should cause a trouble code to be set. Once a trouble code is set, the ECM will use a preset value for TPS and some vehicle performance may return. A small amount of engine coolant is routed through the throttle assembly to prevent freezing inside the throttle bore during cold operation.