INTRODUCTION - PETROL FUEL INJECTION SYSTEM

1.4 16v

SPECIFICATIONS

GENERAL SPECIFICATIONS

The Bosch Motronic ME7.9.10 system (with a micro-hybrid technology control unit) with a motorized throttle belongs to the category of ignition systems which have built-in phased-, sequential-type electronic injection.

The fuel supply system is the returnless type.

The control unit electronically manages the air flow rate at the rotation speed set by the electronic throttle, regulates the fuel injection so that the (air/fuel) ratio is always within optimum values, calculating the moment of ignition, in order to allow the smooth operation of the engine when the environmental parameters and loads applied vary.

The ignition system is the static advance type with a single coil with three outlets. The power modules are housed inside the control unit.

The self-adaptive engine management system can recognise the changes that take place in the engine. It compensates for them using the self-adaptive functions that correct the fuel mixture and air flow plans mapped in the control unit.

There are two adaptive functions, in particular, for the fuel mixture plan, depending on whether the evaporation control solenoid valve is open or closed, plus an idle adaptation plan: the latter is capable of compensating effectively for any air seepage.

The continuous self-adaptation of the fuel mixture plan makes it possible to ensure the correct amount of fuel in all temperature and altitude conditions.

As a result of this, after every intervention it is necessary to drive the vehicle for at least 15 minutes in various operating conditions in order for any changes that have taken place in the system to be memorised in the control unit and to end the adaptation.

The main system functions are as follows:

• injection time adjustment;
• ignition advance adjustment;
• cold starting check;
• enrichment during acceleration check;
• fuel cut-off during over-run;
• idle speed management (also dependent on battery voltage);
• restriction of the maximum engine speed;
• combustion control with Lambda sensor;
• petrol vapour recovery;
• fan control;
• climate control system engagement/disengagement;
• self-diagnosis;
• calculation of the vehicle speed;
• automatic management of engine starting.

There is also a special function that manages the connection with the body computer via a two-way signal for the CAN line. This includes:

• engine temperature for instrument panel (output);
• battery voltage (output);
• engine rpm (output) for instrument panel;
• engine overheating warning light for instrument panel (output);
• engine oil pressure warning light for panel (output);
• vehicle speed (output) + mileometer (input/output);
• Fiat code anti-theft device (input/output);
• key status;
• consumption signal (output) for trip computer.
• fuel level signal (input)

Injection system

The essential conditions to be met by the air-fuel mixture for the efficient operation of engines with controlled ignition systems are mainly as follows:

• the metering (air/fuel ratio) must be kept as close as possible to stoichiometric value to ensure that combustion is as fast as possible avoiding fuel wastage
• the homogeneity of the mixture, consisting of petrol vapours distributed throughout the air as finely and uniformly as possible.

The injection/ignition system uses an indirect measuring system known as "SPEED DENSITY-LAMBDA".

In other words, angular rotation speed, intake air density and control of mixture strength (feedback control).

In practice, the system uses the ENGINE SPEED data (rpm) and the AIR DENSITY (pressure and temperature) to measure the quantity of air drawn in by the engine.

The quantity of air drawn in by each cylinder, for every engine cycle, also depends on the unit capacity and the volumetric efficiency as well as on the density of the intake air.

The density of the air refers to the air drawn in by the engine and is calculated according to the absolute pressure and temperature, both measured in the intake manifold.

Volumetric efficiency is the parameter that measures cylinder filling efficiency, measured on the basis of experiments conducted on the engine for the entire operating range and then stored in the electronic control unit memory.

Having established the quantity of intake air, the system must provide the amount of fuel dictated by the desired mixture strength.

The end of injection impulse or delivery timing is stored in a map in the control unit memory and varies according to the engine speed and the pressure in the intake manifold.

In practice, it involves processing carried out by the electronic control unit to manage the timed, sequential opening of the four injectors, one per cylinder, for the length of time strictly necessary to make the air/petrol mixture as close as possible to the stoichiometric ratio.

The fuel is injected directly into the manifold, near the inlet valves, at a pressure of around 3.5 bar.

The speed (rpm) and the density of the air (pressure and temperature) are used for measuring the quantity of intake air which, when established, is used for metering the amount of fuel needed for the desired mixture strength.

The other sensors in the system (coolant temperature, throttle valve position, battery voltage, etc.) allow the electronic control unit to correct the basic strategy for all the engine operating conditions.

It is vital for the air/fuel ratio to be close to the stoichiometric value for the correct and prolonged operation of the catalytic converter and for reducing pollutant emissions.

Ignition system

The ignition circuit is solid-state inductive discharge type, i.e. without an HT distributor, with power modules located inside the injection-ignition electronic control unit.

The primary winding of each coil is connected to the power relay (thereby receiving battery voltage) and to the pins of the electronic control unit for earth connection.

After the starting stage, the electronic unit manages the basic advance taken from special maps in accordance with:

• engine rpm
• absolute pressure value (mmHg) measured in the intake manifold;

This advance setting is corrected according to the engine coolant temperature, intake air, detonation and throttle position.

The spark plugs for the cylinders are connected directly to the coil secondary winding terminals (one per spark plug).

OPERATION

Diagram showing information entering/leaving the control unit

The information entering/leaving the control unit is illustrated in the diagram below.

1. Engine management control unit

2. Battery

3. Ignition switch

4. Engine control system relay

5. Fuel pump relay

6. Fuel pump

7. Radiator fan relay(s)

8. Radiator fan

9. Compressor engagement relay

10. Compressor

11. Ignition coils

12. Spark plugs

13. Injectors

14. Canister scavenging solenoid valve

15. Pre-catalyzer Lambda sensor

16. Post-catalyzer Lambda sensor

17. Coolant temperature sensor

18. Knock sensor

19. Throttle control actuator and throttle position sensor

20. Engine speed and TDC sensor

21. Injection timing sensor

22. Air temperature/absolute pressure sensor

23. Oil pressure switch

24. Body computer:

25. CODE control unit (via CAN)

26. Diagnostic equipment connection (via CAN)

27. Rev counter (via CAN)

28. System failure lamp (via CAN)

29. Speedometer (via CAN) and ABS control unit

30. SPORT button for specific mapping (via CAN)

SELF-LEARNING

The control unit implements the self-learning logic under the following conditions:

• removing-refitting or replacement of the injection control unit
• removing-refitting or replacing the throttle casing

The values stored by the control unit are retained when the battery is disconnected.

SYSTEM SELF-ADJUSTMENT

The control unit is equipped with a self-adjustment function that is designed to recognize the changes that take place in the engine due to the processes of bedding in and ageing of both the components and the engine itself in time.

These changes are memorised in the form of modifications to the basic map and are designed to adapt the operation of the system to the gradual alterations in the engine and the components, compared with when they were new.

This self-adjustment function also makes it possible to compensate for the inevitable differences in any replacement components (owing to production tolerances).

On the basis of exhaust gas analysis, the control unit modifies the basic map in relation to engine specifications when new.

The self-adjustment parameters are not deleted if the battery is disconnected.

AUTODIAGNOSIS AND RECOVERY

The control unit auto-diagnostic system checks that the system is working properly and signals any irregularities by means of an MIL warning light in the instrument panel with a standardised icon and colour, as laid down by European regulations.

This warning light indicates engine management faults and also faults detected by EOBD diagnostic strategies.

The MIL warning light operating logic is as follows.

The warning light comes on with the ignition on and remains on until the engine is started up; the control unit autodiagnostic system checks the signals coming from the sensors and compares them with the permitted data limits.

Fault indication during start up:

• the failure of the warning light to go out when the engine has been started indicates that there is an error memorized in the control unit.

Fault indication during operation:

• the warning light comes on in flashing mode to indicate possible catalytic converter damage due to misfiring.
• the warning light comes on in constant mode to indicate the presence of engine management or EOBD diagnostic errors.

The control unit defines the recovery settings on each specific occasion according to which components are faulty.

The recovery parameters are managed by non-faulty components.

SYSTEM CONTROLS AND MANAGEMENT

Fiat code recognition

The moment the control unit receives the MAR signal, it converses with the body computer to obtain the go-ahead for starting.

The communication takes place via the two-way CAN line that connects the two control units.

Cold starting check

The following occurs in cold starting conditions:

• a natural weakening of the mixture (which causes poor turbulence of the fuel particles at low temperatures)
• reduced evaporation of the fuel
• fuel condensation on inner walls of the intake manifold
• higher lubrication oil viscosity.

The electronic control unit detects this condition and corrects the injection time on the basis of:

• coolant temperature
• intake air temperature
• battery voltage
• engine rpm.

The ignition advance is determined solely on the basis of rpm and coolant temperature.

The rotation speed decreases proportionally as the engine temperature increases, until the nominal value is reached when the engine has warmed up.

Combustion - lambda sensor check

In EOBD systems, the Lambda sensors are all the same type and are located upstream of the catalytic conversion system and downstream of the converter.

The pre-converter sensor controls 1st loop mixture strength (upstream sensor closed loop).

The post-catalyser sensor is used for the fault diagnosis of the catalyser and for modulating the 1st loop control parameters.

The second loop is therefore adaptive, in order to make up for production discrepancies and slight drift that pre-catalyser sensor responses could experience due to ageing and contamination.

This control is known as 2nd loop control (post-catalyser sensor closed loop).

Detonation control

The control unit detects the presence of detonation (engine knock) by processing the signal coming from the relevant sensor.

The control unit continuously compares the signals coming from the sensor with a threshold which is, in turn, continually updated to take into account background noise and engine ageing.

The control unit can therefore detect the presence of detonation (or the onset of detonation) in each individual cylinder and reduces the ignition advance in the cylinder involved (in steps of 3° up to a maximum of 6°) until the phenomenon disappears. Later on, the advance is gradually restored to the basic value (in steps of 0.8°).

In acceleration conditions, a higher threshold is used in order to take into account the increased noise of the engine under such circumstances.

The detonation control logic also has a self-adjustment function which memorises the reductions in the advance that are continuously repeated in order to adapt the map to the different conditions that may affect the engine.

Enrichment during acceleration check

During this stage, the control unit increases the amount of fuel supplied to the engine (to produce the maximum torque), according to the signals coming from the following components:

• accelerator pedal potentiometer and throttle position.
• rpm and TDC sensor

The basic injection time is multiplied by a coefficient depending on the temperature of the engine coolant, the opening speed of the accelerator throttle and the increase in pressure in the intake manifold.

If sharp variation in the injection time is calculated when the injector is already closed, the control unit reopens the injector (extra pulse) in order to be able to adjust the mixture strength as quickly as possible; the subsequent injections are already increased on the basis of the coefficients mentioned previously.

Fuel supply - electric fuel pump check

The control unit supplies the pump:

• with the ignition ON for 3 secs.
• with the key at AVV and the engine speed > 22.8 rpm

The control unit cuts off fuel supply to pump:

• with the ignition key in the STOP position
• with the engine speed < 22.8 rpm.

The returnless fuel supply system ensures a constant petrol pressure of 3.5 bar.

Connection with climate control system

The control unit manages the engine torque directly (torque based control) and when there is a request for power due to the compressor having been switched on, the control unit operates the motorized throttle to increase the air flow rate.

The control unit temporarily cuts off the supply to the compressor:

• during starting
• switching it off when the engine temperature is > 115°C.
• during take off with the accelerator fully depressed.

Recognition of cylinder position

The engine timing sensor, together with the engine rpm and top dead centre (TDC) signal, allows the control unit to recognise cylinder sequence when implementing timed injection.

This signal is produced by a Hall effect sensor, positioned on the cylinder head near the phonic wheel on the inlet camshaft.

Fuel cut-off during over-run

When the accelerator pedal is released and beyond a pre-set engine speed level, the control unit:

• cuts off the supply to the injectors
• reactivates the supply to the injectors at 1000 - 1200 rpm

In the absence of fuel, the number of revs decreases at a rate determined by the vehicle driving conditions.

Before the idle speed is reached, the progress of the engine speed decrease is checked.

If the rpm decrease exceeds a given rate, the fuel supply is partly restored so that the speed drops smoothly down to the idle speed.

The levels for restoring the supply and for cutting off the fuel vary according to:

• engine coolant temperature
• vehicle speed
• engine rpm.

Fuel vapour recovery

Fuel vapours (pollutants) collected in the activated carbon filter (canister) are directed to the intake ducts to be burnt.

This is done by a solenoid controlled by the control unit only when the engine operating conditions allow.

The control unit compensates for this additional amount of fuel with a reduction in the delivery to the injectors.

Maximum rpm check

The control of the maximum number of revs is carried out by the control unit, limiting the engine torque through the motorized throttle.

Injection time adjustment

The control unit calculates the injector opening times and controls them with extreme precision and speed, according to the:

• engine load (number of revs and air flow rate)
• battery voltage
• engine coolant temperature.

The injection is the timed, sequential type for each cylinder and takes place corresponding to the optimum "start of injection" point, with the "end of injection" point remaining fixed.

Ignition advance adjustment

Thanks to a map stored in its memory, the control unit is capable of calculating the ignition advance, according to:

• the engine load (minimum, partial, full, according to the number of revs and the air flow rate)
• the intake air temperature
• the engine coolant temperature.

The ignition can be selectively delayed at the cylinder with the greatest demand, which is determined by a combination of values recorded by the rpm and timing sensors.

Idle speed check

The control unit detects idling status when the accelerator pedal is released.

To control the idle speed, depending on the consumers switched on and the brake/clutch pedal signals, the control unit controls the position of the motorised throttle.

The idle speed when warm is 700 ± 50 rpm.

Radiator cooling fan check

Depending on the temperature of the coolant, the control unit controls the engagement of the fan:

• 1st speed activation temperature 97°C
• 2nd speed activation temperature 102°C

There is then a further check (air conditioning circuit pressure analogue signal) which switches on the fan at the 1st or 2nd speed depending on the pressure of the refrigerant gas when the air conditioning system is switched on.

When no coolant temperature signal is present, the control unit implements the recovery function by activating the fan at the 2^nd speed until the error disappears.

Sport function

Operation of SPORT pushbutton, fitted on the middle panel of the dashboard, involves adopting an engine management strategy that allows improved performance (in particular for acceleration).

COMPOSITION

VIEW OF ASSEMBLY

The main system components are illustrated in the diagram below.

1. Speedometer (via CAN)

2. System failure lamp (via CAN)

3. SPORT button (via CAN)

4. Engine management control unit

5. Throttle control actuator and throttle position sensor

6. Ignition coils

7. Coolant temperature sensor

8. Radiator fan

9. Lambda sensor (upstream)

10. Lambda sensor (downstream)

11. Injection timing sensor

12. Spark plugs

13. Engine speed and TDC sensor

14. Knock sensor

15. Injectors

16. Intake air temperature and pressure sensor

17. Active charcoal filter scrubbing solenoid

18. Activated charcoal filter

19. Drip tray (including electric pump, pressure regulator, filter, level sensor)

20. Body Computer for fuel cut off function

21. Battery

22. Ignition switch

23. Engine control system relay

24. Fuel pump relay

25. Radiator fan relay(s)

26. Climate control system connection

27. CODE connection (via CAN)

28. Diagnostic equipment connection (via CAN)

29. Rev counter (via CAN)

ME 7.9.10 INJECTION-IGNITION CONTROL UNIT

Specifications

The control unit is fitted in the engine compartment above the throttle casing and is capable of withstanding high temperatures.

The atmospheric pressure sensor is located on the engine management control unit.

The control unit memory is the flash EPROM type, i.e. it can be reprogrammed from the outside without affecting the hardware.

Replacement of the injection control unit or the throttle body requires the self-learning procedure to be run.

Control unit pin out

The diagram below shows the electronic control unit pin out

Connector A (VEHICLE SIDE)

1. Control unit earth

2. Control unit earth

3. 12 V control unit power supply

4. Control unit earth

5. 12 V control unit power supply

6. Ignition-operated power supply

7. Air conditioning compressor linear sensor negative

8. Not connected

9. Not connected

10. Not connected

11. Air conditioning compressor control

12. Fan 2nd speed control (-)

13. Fan 1st speed control (-)

14. Not connected

15. Not connected

16. Not connected

17. Not connected

18. Not connected

19. Turbo pressure solenoid valve (version with turbocharger)

20. Not connected

21. Not connected

22. Not connected

23. Not connected

24. Not connected

25. Not connected

26. Not connected

27. Track 2 positive on accelerator pedal potentiometer

28. Air conditioning compressor linear sensor positive

29. Accelerator potentiometer track 2 negative

30. Accelerator potentiometer track 1 negative

31. Not connected

32. Not connected

33. Not connected

34. Not connected

35. Not connected

36. Not connected

37. Not connected

38. Not connected

39. Not connected

40. Not connected

41. Not connected

42. Not connected

43. Not connected

44. Not connected

45. Not connected

46. Not connected

47. Not connected

48. Not connected

49. Accelerator potentiometer track 1 power supply

50. Not connected

51. Not connected

52. Not connected

53. Not connected

54. Not connected

55. Accelerator potentiometer track 2 signal

56. Not connected

57. Climate control linear sensor signal

58. Not connected

59. Not connected

60. Not connected

61. Clutch pedal switch

62. Not connected

63. Not connected

64. Not connected

65. Not connected

66. Not connected

67. Not connected

68. Fuel pump relay control

69. Not connected

70. Direct power supply from battery

71. Not connected

72. Main relay feed

72. Not connected

73. Not connected

74. Not connected

75. Not connected

76. Not connected

77. Not connected

78. Not connected

79. Accelerator potentiometer track 1 signal

80. Not connected

81. Not connected

82. Not connected

83. Not connected

84. Reversing switch

85. Not connected

86. Not connected

87. Brake light switch

88. High speed CAN 1 line

89. High speed CAN 1 line H

Connector B (ENGINE SIDE)

1. Heated Lambda sensor signal (downstream of the catalytic converter)

2. Cylinder 3 injector control

3. Fuel vapour recovery solenoid valve operation

4. Cylinder 2 injector control

5. Shut off solenoid valve control (version with turbocharger)

6. Not connected

7. Not connected

8. Not connected

9. Air temperature/pressure sensor and turbo pressure sensor power supply (version with turbocharger)

10. Motorized throttle potentiometer earth (drive by wire)

11. Timing sensor power supply

12. Timing sensor signal

13. Motorized throttle potentiometer earth (drive by wire)

14. Not connected

15. D+ Alternator

16. Heated Lambda sensor signal upstream of the catalytic converter

17. Cylinder 1 injector control

18. Not connected

19. Cylinder 4 injector control

20. Not connected

21. Turbo pressure sensor signal (version with turbocharger)

22. Motorized throttle potentiometer no.2 signal (drive by wire)

23. Not connected

24. Air temperature sensor signal

25. Air pressure sensor signal

26. Not connected

27. Not connected

28. Timing sensor earth

29. Engine coolant temperature sensor earth

30. Not connected

31. Ignition coil control (cylinder 3)

32. Not connected

33. Not connected

34. Not connected

35. Insufficient engine oil pressure signalling switch

36. Detonation sensor earth

37. Engine rpm sensor earth

38. Engine rpm sensor signal

39. Not connected

40. Not connected

41. Not connected

42. Motorized throttle potentiometer no.1 signal (drive by wire)

43. Engine coolant temperature sensor signal

44. Air temperature/pressure sensor and turbo pressure sensor earth (version with turbocharger)

45. Not connected

46. Ignition coil control (cylinder 1)

47. Ignition coil control (cylinder 4)

48. Ignition coil control (cylinder 2)

49. Motorized throttle motor power supply (drive by wire)

50. Motorized throttle motor earth (drive by wire)

51. Detonation sensor signal

52. Heated lambda sensor earth (upstream of the catalytic converter)

53. Heated Lambda sensor power supply (downstream of the catalytic converter)

54. Heated lambda sensor earth (downstream of the catalytic converter)

55. Heated lambda sensor power supply (upstream of the catalytic converter)

56. Not connected

57. Not connected

58. Not connected

59. Not connected

60. Not connected

INJECTORS

Specifications

The twin jet injectors (with the spray at an angle in relation to the injector axis) are specially designed for engines with 4 valves per cylinder and make it possible to direct the jets towards the two inlet valves.

The injectors are the top-feed type, i.e. fuel is fed in through the top of the casing, which also houses the electrical winding connected to the terminals of connector (3).

When the current passes through the winding, the magnetic field created attracts the plunger, opening the injector and causing the flow of fuel.

There are two seals, one on the fuel manifold side (1) and one on the intake manifold side (2).

A notch (4) determines the angular position of the injector and the correct direction of the jets in relation to the inlet valves.

Electrical properties

The injector resistance may be measured by detaching the connector and connecting an ohmmeter, as shown in the diagram.

Resistance value: 14.5 ± 5% ohm.

Operation

The jets of fuel leave the injector at a differential pressure of 3.5 bar, atomising instantly to form two propagation cones.

The injector operating logic is timed and sequential. In other words, the four injectors are operated depending on the engine cylinder inlet sequence, whilst the delivery for each cylinder can begin during the expansion stage until the inlet stroke has already started.

FUEL MANIFOLD

The fuel manifold, which distributes the fuel to the injectors, incorporates the seats for the injectors and the air bleed valve.

The fuel intake is achieved through a quick coupling.

Since the system is returnless, there is no fuel recirculation pipe.

1. Fuel manifold

2. Injector

3. Fuel arrival connector

4. Bleed valve

ENGINE COOLANT TEMPERATURE SENSOR

Specifications

This is fitted to the thermostat cup and detects coolant temperature by means of an NTC thermistor with negative resistance coefficient.

The variation in the resistance depending on the temperature is illustrated in the table below.

Operation

The reference voltage is 5V for the NTC element for the injection system. Because the control unit input circuit is designed as a voltage divider, this voltage is distributed between a resistance present in the control unit and the sensor NTC resistance.

The control unit can therefore assess sensor resistance changes via changes in the voltage and thus obtain temperature information.

Composition

The composition of the sensor is illustrated in the diagram below

1. NTC resistance

2. Sensor body

3. Electrical connector

DETONATION SENSOR

Specifications

The piezoresistive knock sensor is fitted on the crankcase and measures the intensity of vibrations caused by knock in the combustion chambers.

This phenomenon has mechanical repercussions on a piezoelectric crystal that sends a signal to the control unit which, on the basis of this signal, reduces the ignition advance until the phenomenon disappears. Later on, the advance is gradually restored to the basic value.

Electrical specifications: resistance 4.9 MΩ ± 20%.

The tightening torque for the detonation sensor is 2.5 daNm.

Operation

The molecules of a quartz crystal are electrically polarised.

In rest condition (A), the molecules do not display any particular orientation.

When the crystal is subject to pressure or impact (B), the degree of alignment is directly proportional to the pressure acting on the crystal.

This orientation generates a voltage at the crystal terminals.

A. Rest position

B. Position under pressure

RPM SENSOR

Specifications

It is fitted on the crankcase facing the phonic wheel on the crankshaft pulley.

It is inductive, i.e. its operation is determined by magnetic field changes generated by the teeth passing in front of the phonic wheel (60-2 teeth).

The injection control unit uses the rpm sensor signal to:

• determine the rotation speed
• determine the crankshaft angular position.

Electrical specifications: resistance 1134 -1386 Ω at 20°C.

The recommended distance (gap) between the end of the sensor and the phonic wheel for obtaining correct signals should be 0.5 - 1.5 mm.

Composition

The sensor takes the form of a tubular case (1) containing a permanent magnet (3) and electrical winding (2).

Operation

Due to the passage of the phonic wheel teeth, the magnetic flux set up by magnet (3) undergoes fluctuations due to changes in the gap.

These fluctuations set up an electromotive force in winding (2) and a voltage is set up at the terminals that alternates between positive (tooth facing sensor) and negative (gap facing sensor).

1. Sensor

2. Output signal

3. Signal corresponding to two missing teeth

4. Crankshaft pulley with phonic wheel

The sensor peak output voltage depends, all else being equal, on the distance between the sensor and the phonic wheel teeth (gap).

There are sixty teeth on the phonic wheel, two having been removed to produce a reference: the passing of the wheel therefore corresponds to an angle of 6° (360° divided by 60 teeth).

The synchronism point is recognised at the end of the first tooth following the gap left by the two missing teeth: when this passes beneath the sensor, the motor has piston pair 1-4 at 114° before TDC.

Accelerator pedal

The sensor consists of a case secured to the accelerator pedal; the case contains an axially-located shaft connected to two potentiometers: a main one and a safety one.

A coil spring on the shaft ensures the correct amount of resistance to pressure while a second spring ensures return following release.

The redundant signal reading makes it possible to continuously monitor the plausibility of the readings in order to guarantee complete safety whilst driving even if there is a failure.

Operation

The accelerator pedal position is converted into an electrical voltage signal and sent to the injection control unit by the potentiometer connected to the pedal.

The accelerator pedal position signal is processed together with the information relating to the engine rpm to obtain the injection times and the pressure.

Potentiometer technical specifications

The potentiometer settings are illustrated in the graph below.

P1. Track n°1

P2. Track n°2

A. Maximum throttle opening

B. Pedal stop on cap

C. Pedal stop on support

THROTTLE BODY

Specifications

This is fitted on the intake chamber and regulates the amount of air taken in by the engine.

According to the signal received from the accelerator pedal potentiometer, the injection control unit controls the throttle opening by means of a direct current motor built into the throttle body.

Throttle opening takes place from 0° to 80°, i.e. including idle speed adjustment range.

The throttle body is equipped with two built-in potentiometers, each of which controls the other.

If both potentiometers should fail or in the case of a power cut, the control unit reduces drive torque on the basis of accelerator pedal position.

• with the pedal fully depressed, it cuts off fuel to one or more cylinders until a maximum speed of 2500 rpm is reached
• in the intermediate positions, it cuts off the supply to one or more cylinders until a lower speed of 1200 rpm is reached.

The self-learning procedure must be carried out if the injection control unit or the air chamber or the throttle body is replaced.

Operation

The opening of the throttle is managed by an electrically-operated motor.

The ME7.9.10 system operates the motorized throttle according to accelerator pedal requests; a potentiometer connected to it sends a voltage signal to the control unit where it is processed and opening laws are produced.

INTAKE AIR TEMPERATURE AND PRESSURE SENSOR

Specifications

The pressure and intake air temperature sensor is an integral component which is designed to measure the air pressure and temperature inside the intake manifold.

Both pieces of information are used by the injection control unit in defining the quantity of air drawn in by the engine and are then used for calculating the injection time and the ignition point.

The sensor is fitted on the intake manifold.

Composition

The air temperature sensor consists of an NTC thermistor (Negative Temperature Coefficient). The sensor resistance decreases as the temperature increases.

The control unit input circuit shares the 5 Volt reference voltage between the sensor resistance and a fixed reference value, producing a voltage that is proportional to the resistance and consequently to the temperature.

The sensitive element of the pressure sensor is made up of a Wheatstone bridge screen-printed onto a ceramic diaphragm. On one side of the diaphragm is the absolute reference vacuum, while on the other side is the vacuum from the intake manifold.

The (piezoresistant) signal, coming from the distortion suffered by the diaphragm, before being sent to the engine management control unit, is amplified by an electronic circuit contained in the mounting that houses the ceramic diaphragm.

With the engine off, the diaphragm bends according to atmospheric pressure. Exact reference information on altitude can therefore be obtained with the key on.

During engine operation, the vacuum exerts a mechanical action on the sensor diaphragm, which bends to alter the resistance value.

Because the power supply from the control unit is maintained strictly constant (5V), the output voltage changes when the resistance value is altered.

Electrical properties

The electrical properties of the sensor are illustrated in the diagram below.

1. Air temperature sensor

2. Intake air pressure sensor

IGNITION COILS

Composition

The coils are connected directly to the spark plugs and are the "cigar" type comprising a magnetic internal core made up of a silicon steel pack arranged along the axis of the coil and secondary and primary coils which contain the electrical windings, coaxial to the magnetic core.

The windings are housed in a pressed plastic container which has the low tension connector and the fastening bush on the cylinder head and they are insulated through immersion in an epoxide resin which has excellent dielectric, mechanical and also thermal properties, as the coils are exposed to high temperatures. The proximity of the primary winding to the magnetic core reduces the magnetic flux losses, ensuring the maximum coupling on the secondary winding.

Electrical specifications:

Primary circuit resistance: 0.5 Ω ± 10% at 23°C

Secondary circuit resistance: 6300 Ω ± 10% at 23°C.

Vehicle speed sensor

Specifications

The vehicle speed signal is produced by the ABS control unit and sent to the engine management control unit via the CAN.

1.2 8v

SPECIFICATIONS

The Marelli IAW 5SF8 system belongs the category of systems integrated with:

• inductive discharge, digital, electronic ignition
• sequential, phased type electronic injection (1-3-4-2).

The system in general is illustrated in the diagram.

1. Fuel tank

2. Fuel pump

3. Multifunction valve

4. Safety valve

5. Fuel supply pipe

6. Injection/ignition electronic control unit

7. Battery

8. Ignition switch

9. Body Computer Node (FPS function)

10. Engine compartment junction unit

11. Climate control system

12. Fuel vapour cut out solenoid valve

13. Timing sensor

14. Activated charcoal filter

15. Body Computer (diagnostic socket and Fiat CODE signal)

16. Temperature/absolute pressure sensor

17. Rpm and TDC sensor

18. Spark plugs

19. Coolant temperature sensor

20. Injectors

21. Throttle control actuator and throttle position sensor

22. Accelerator pedal potentiometer

23. Fuel supply manifold

24. Air filter

25. Ignition coils

26. Lambda sensor (upstream)

27. System failure warning light

28. Rev counter

29. Catalytic converter

30. Lambda sensor (downstream)

31. Atmospheric pressure sensor

32. Phase transformer pilot solenoid

OPERATION OF THE INJECTION-IGNITION SYSTEM

Main functions

In idling conditions, the control unit controls the following to maintain the smooth running of the engine even when environmental and applied load parameters change:

• the moment of ignition
• the air flow rate.

The control unit controls and manages injection so that stoichiometric air/fuel ratio is always within optimum limits.

The system functions are essentially as follows:

• system self-adaptation
• self-diagnostics
• Fiat CODE recognition
• cold starting check control
• combustion - Lambda sensor check
• detonation control
• check on enrichment during acceleration
• fuel cut-off during deceleration
• fuel vapour recovery
• restriction of maximum rpm
• fuel supply - electric fuel pump check
• connection with climate control system
• cylinder position recognition
• injection time adjustment
• ignition advance adjustment
• control and management of idle speed
• control of cooling fan
• phase transformer control
• starter motor control.

Injection system

The essential conditions to be met by the air-fuel mixture for the efficient operation of engines with controlled ignition systems are mainly as follows:

• the metering (air/fuel ratio) must be kept as close as possible to the stoichiometric value to ensure that combustion is as fast as possible in order to avoid fuel wastage
• the mixture, consisting of petrol vapours, must be homogeneous, that is distributed throughout the air as finely and uniformly as possible.

The injection/ignition system uses a measuring system known as "SPEED DENSITY-LAMBDA".

In other words, angular rotation speed, intake air density and control of mixture strength (feedback control).

In practice, the system uses the ENGINE SPEED data (rpm) and the AIR DENSITY (pressure and temperature) to measure the quantity of air drawn in by the engine.

The quantity of air drawn in by each cylinder, for every engine cycle, also depends on the unit capacity and the volumetric efficiency as well as on the density of the intake air.

The density of the air refers to the air drawn in by the engine and is calculated according to the absolute pressure and temperature, both measured in the intake manifold.

Volumetric efficiency is the parameter that measures cylinder filling efficiency, measured on the basis of experiments conducted on the engine for the entire operating range and then stored in the electronic control unit memory.

Having established the quantity of intake air, the system must provide the amount of fuel dictated by the desired mixture strength.

The end of injection impulse or delivery timing is stored in a map in the control unit memory and varies according to the engine speed and the pressure in the intake manifold.

In practice, it involves processing carried out by the electronic control unit to manage the timed, sequential opening of the four injectors, one per cylinder, for the length of time strictly necessary to make the air/petrol mixture as close as possible to the stoichiometric ratio.

The fuel is injected directly into the manifold near the inlet valves at a pressure of around 3.5 bar.

Whilst the speed (rpm) and the density of the air (pressure and temperature) are used for measuring the quantity of intake air which, when established, is used for metering the quantity of fuel depending on the desired mixture strength, the other sensors in the system (coolant temperature, throttle valve position, battery voltage) allow the control unit to correct the basic strategy for all engine operating conditions.

It is vital for the air/fuel ratio to be close to the stoichiometric value for the correct and prolonged operation of the catalytic silencer and for reducing pollutant emissions.

Ignition system

The ignition circuit is solid-state inductive discharge type, i.e. without an HT distributor, with power modules located inside the injection-ignition electronic control unit.

The system includes four high tension single outlet coils in a single container connected directly to the spark plugs.

The primary winding of each coil is connected to the power relay (thereby receiving battery voltage) and to the pins of the electronic control unit for earth connection.

After the starting stage, the electronic unit manages the basic advance taken from a special map in accordance with:

• engine rpm
• absolute pressure value (mbar) measured in the intake manifold.

This advance value is corrected depending on the temperature of the engine coolant and the intake air.

The spark plugs for the cylinders are each connected, by means of a high tension lead, to the secondary winding terminals of each respective coil.

This solution is also known as the "single spark" because the energy accumulated by the coil is discharged exclusively at the corresponding spark plug electrodes in the cylinder in compression allowing the ignition of the mixture.

The coils are housed in a single casing located on the tappet cover.

Diagram showing information entering/leaving the control unit

The fuel level and vehicle speed information reaches the control unit via the CAN line. The information relating to the robotized gearbox (where fitted) reaches the injection control unit via the high speed CAN line.

1. Electronic control unit

2. Phase transformer pilot solenoid valve

3. Body Computer (with Fiat CODE control unit incorporated)

4. Throttle control actuator and throttle position sensor

5. Injectors

6. Fuel vapour solenoid valve

7. Diagnostic socket

8. Spark plugs

9. Ignition coils

10. Engine coolant overheating warning light

11. Injection failure warning light

12. Climate control system

13. Engine coolant temperature sensor

14. Intake air temperature and pressure sensor

15. Accelerator pedal sensor

16. Knock sensor

17. Rpm and TDC sensor

18. Ignition switch

19. Lambda sensor upstream of the catalytic converter

20. Fuel pump

21. Radiator fan high and low speed relays

22. Speedometer/milometer

23. Lambda sensor downstream of the catalytic converter

24. Timing sensor

25. Fuel level sensor

26. Atmospheric pressure sensor

OPERATING LOGICS

System self-adjustment

The control unit is equipped with a self-adjustment function that is designed to recognize the changes that take place in the engine due to the processes of bedding in and ageing of both the components and the engine itself in time.

These changes are memorised in the form of modifications to the basic map and are designed to adapt the operation of the system to the gradual alterations in the engine and the components, compared with when they were new.

This self-adjustment function also makes it possible to compensate for the inevitable differences in any replacement components (owing to production tolerances).

On the basis of exhaust gas analysis, the control unit modifies the basic map in relation to engine specifications when new.

The self-adjustment parameters are not deleted if the battery is disconnected.

Autodiagnosis and recovery

The control unit auto-diagnostic system checks that the system is working properly and signals any irregularities by means of an MIL warning light in the instrument panel with a standardised icon and colour, as laid down by European regulations.

This warning light indicates engine management faults and also faults detected by EOBD diagnostic strategies.

The MIL warning light operating (mil) strategy is as follows:

• with the ignition on, the warning light comes on and remains on until the engine has been started up.

The control unit self-diagnostic system checks the signals coming from the sensors and compares them with the permitted limits.

Fault indication during start up:

• the failure of the warning light to go out when the engine has been started indicates that there is an error memorized in the control unit.

Fault indication during operation:

• the warning light comes on in flashing mode to indicate possible catalytic converter damage due to misfiring.
• the warning light comes on in constant mode to indicate the presence of engine management or EOBD diagnostic errors.

The control unit defines the recovery settings on each specific occasion according to which components are faulty.

The recovery parameters are managed by non-faulty components.

Fiat code recognition

The moment the control unit receives the ignition ON signal it converses with the Body Computer (Fiat CODE function) to obtain the go ahead for starting.

The communication takes place via the CAN line that connects the two control units.

Recognition of cylinder position

The engine timing sensor, together with the engine rpm and top dead centre (TDC) signal, allows the control unit to recognise cylinder sequence when implementing timed injection.

This signal is produced by a Hall effect sensor.

Combustion - lambda sensor check

In EOBD systems the Lambda sensors, all the same type but not interchangeable, are positioned one before and one after the catalytzer. The sensor upstream of the catalyzer determines the control of the mixture strength known as the 1st closed loop.

The sensor downstream of the catalyzer is used for the fault diagnosis of the catalyzer and for modulating the 1st loop control parameters.

The second loop is therefore adaptive to make up for production discrepancies and slight drift that the response of the sensor upstream of the catalyzer could experience due to ageing and contamination.

This control is known as 2nd loop control (closed loop).

Operation when cold

In these conditions there is a natural weakening of the mixture as a result of the poor turbulence of the particles of fuel at low temperature, reduced evaporation and strong condensation on the internal walls of the intake manifold, all of which is exacerbated by the increased viscosity of the lubricant oil which, as is known, increases the rolling resistance of the engine mechanical components at low temperatures.

The electronic control unit recognizes this condition on the basis of the coolant temperature signal, increasing the basic injection time.

Whilst the engine is warming up, the electronic control unit also operates the stepping motor which determines the quantity of air required to ensure that the engine does not cut out.

Operation in full load conditions

The full load condition is detected by the control unit by means of the throttle position and absolute pressure values.

In full load conditions the basic injection time must be increased to create the maximum power supply produced by the engine.

Operation in deceleration

The engine has two overlapping strategies during this stage:

• A negative transition strategy to maintain the quantity of fuel supplied to the engine at the stoichiometric value (less pollution); this stage is recognized by the control unit when the throttle potentiometer signal voltage value goes from a high value to a lower one.
• A soft accompaniment strategy at low speed (dash-pot) to dampen the variation in torque supplied (reduced engine braking).

Atmospheric correction

Atmospheric pressure varies according to altitude causing a variation in volumetric efficiency such that requires a correction in the basic mixture strength (injection time).

The correction of the injection time depends on the variation in altitude and will be automatically updated by the electronic control unit each time the engine is switched off and in certain throttle position and rpm conditions (typically at low engine speeds with the throttle wide open) (dynamic adjustment of atmospheric correction).

Cut-off operation

The fuel cut-off strategy is implemented when the control unit recognizes the accelerator released position: pedal percentage = 0% and the engine speed exceeds around 1350 rpm (the value is a guide and varies on the basis of certain parameters, including mainly temperature and gear).

The control unit only enables the cut-off when the engine temperature exceeds 0 °C.

Recognition that the accelerator pedal is not released or the engine speed is below 1270 rpm (variable guide value for various models) re-enables the engine supply.

The cut-off is implemented at very high speeds even if the throttle valve is not completely closed but the pressure in the intake manifold is particularly low (partial cut-off).

Operation in acceleration

In this stage the control unit increases the amount of fuel requested by the engine (to produce the maximum torque) depending on the signals coming from the following components:

• throttle potentiometer;
• rpm and T.D.C. sensor

The basic injection time is multiplied by a coefficient depending on the temperature of the engine coolant, the opening speed of the accelerator throttle and the increase in pressure in the intake manifold.

If sharp variation in the injection time is calculated when the injector is already closed, the control unit reopens the injector (extra pulse) in order to be able to adjust the mixture strength as quickly as possible; the subsequent injections are already increased on the basis of the coefficients mentioned previously.

Protection beyond revs

When the engine speed exceeds the figure of 6350 rpm set by the manufacturer, the engine itself finds itself in "critical" operating conditions.

When the electronic control unit recognizes that this speed has been exceeded it inhibits the operation of the injectors.

When the rotation speed returns to a non critical value (6500 rpm), operation is restored.

Electric fuel pump operation

The fuel pump is controlled by the engine management control unit via a relay.

The pump is stopped:

• if the engine goes below about 40 rpm
• after a certain time (about 3 seconds) with the key in the ON position without the engine being started up (timed enablement)
• if the inertia switch has gone off.

Injector control

The injector control is phased sequential type.

However, all the injectors are operated once in parallel during starting (full-group).

The injector timing varies according to the engine speed and the intake air pressure in order to improve the cylinder filling with benefits in terms of consumption, driveability and pollution.

Detonation control

This strategy detects the presence of detonation (engine knock) by processing a signal from the appropriate sensor.

The strategy continuously compares a signal from the sensor with a threshold which is in turn continually updated to take into account background noise and engine ageing.

If the system detects the presence of knock, the strategy reduces the ignition advance until the effect disappears. The advance is then gradually restored to the baseline value or until the effect begins to arise again.

In particular, the advance increases are implemented gradually, whilst the reductions are implemented immediately.

In acceleration conditions, the strategy uses a higher threshold to take into account the increased noise of the engine in these circumstances.

The strategy also has a self adaptation function which memorizes (not permanently) advance reductions that are constantly repeated in order to adapt the advance to the different conditions in which the engine finds itself (e.g. the use of fuel with a low octane rating).

The strategy is capable of restoring the advance to the value memorized if the conditions that determined the reduction no longer exist.

Radiator fan management

The control unit directly controls the operation of the radiator fan depending on the temperature of the engine coolant and the engagement of the climate control system.

The fan switches on when the tempreature exceeds 95°C (1st speed) and 105°C (2nd speed).

Switching off takes place with a hysteresis of 3°C below the engagement level (variable guide figures for the various models based on experimental tests).

The high and low speed functions are managed by the intervention of specific relays located on the climate control system control unit and operated by the injection control unit.

Engine idle control management

The control unit detects idling status when the accelerator pedal is released. - To control the idle speed, depending on the consumers switched on and the brake/clutch pedal signals, the control unit controls the position of the motorized throttle.

The idle speed when warm is 750 ± 50 rpm

Warming up stage

The rpm is corrected mainly depending on the temperature of the engine coolant.

When the optimum temperature is reached, the management of the idle only depends on the signal coming from the engine rpm sensor; when external loads are applied, the control unit controls the throttle control actuator to adjust the engine rpm to the conditions and manage the engine load supporting idling.

Management of fuel vapour recirculation

The strategy controls the position of the vapour cut out solenoid valve as follows:

• during starting the solenoid valve remains closed preventing the fuel vapours from enriching the mixture excessively; this condition persists until the engine coolant reaches 65 °C;
• when the engine has warmed up the electronic control unit sends the solenoid valve a square wave signal (duty-cycle) and the opening is modulated.

In this way the control unit controls the quantity of fuel vapours sent to the intake, preventing considerable variations in the mixture strength.

In order to improve engine operation, the solenoid valve operation is inhibited, maintaining the same closure position in the operating conditions listed below:

• throttle valve is closed position
• speed below 1500 rpm
• intake manifold pressure below a limit calculated by the control unit depending on the rpm.

Climate control system management

The injection/ignition control unit is connected to the climate control system:

• it receives the compressor engagement request and carries out the various interventions (additional air);
• it gives the go ahead to switch on the compressor when the strategy conditions are verified;
• it receives information relating to the four stage pressure switch and carries out the various interventions (radiator fan operation).

If the engine is idling, the control unit increases the opening of the throttle and the air flow rate in advance of the engagement of the compressor and conversely restores the throttle to the normal position with a delay after the compressor has been switched off.

The control unit automatically disconnects the compressor:

• when the engine coolant temperature is above 120 °C
• at engine speeds below 650 rpm

The compressor is automatically switched on again when the engine speed increases again to 750 rpm

The control unit switches off the compressor temporarily (for a few seconds):

• in high engine power request conditions (strong acceleration)
• at engine take off.

Management of the phase transformer

The variable valve timing is managed entirely by the engine management control unit which:

• detects the camshaft position via the timing sensor
• alters this position according to the engine operation on the basis of a calibrated map
• keeps the camshaft position under control.

The control unit controls the phase transformer pilot solenoid valve in duty-cycle operation.

Starter motor control

The starter motor is controlled directly by the ignition switch.

Fuel cut off function control

There is no inertia switch on this vehicle; the fuel cut off function is managed in accordance with the logic described below:

• 1) the Air Bag control unit detects the impact and transmits the activation of the FPS (Fire Prevention System) via the CAN
• 2) after having received the FPS activation signal the Body Computer Node:
• - activates the hazard signal
• - turns the courtesy light on
• - unlocks the doors
• - transmits that the impact has taken place via the CAN (B and C)
• 3) the instrument panel signals that the fuel cut off function has intervened
• 4) the engine management control unit interrupts the fuel supply.

Rearming

The following procedure should be carried out using the steering column switch unit lever in order to restore the correct operation of the vehicle

• KEY OFF (starting condition)
• KEY ON
• Activation of right indicator
• Deactivation of right indicator
• Activation of left indicator
• Deactivation of left indicator
• Activation of right indicator
• Deactivation of right indicator
• Activation of left indicator
• Deactivation of left indicator
• KEY OFF

RECOVERY LOGICS

Air temperature sensor

If the error is present during starting:

• it assumes a value of 50 °C;
• the mixture strength self-adjustment is inhibited.

If the error is present in other conditions:

• the last valid value is memorized and updated depending on the coolant temperature.

Knock sensor

If this sensor is faulty, the engine management control unit implements the most conservative ignition advance maps to safeguard the engine.

Pressure sensor

If the error is present during starting, a value of 1024 mbar is used.

During operation the value is calculated on the basis of the parameters supplied by the throttle position and rpm sensors.

The mixture strength self-adjustment is inhibited.

Throttle valve position sensor

If there is a fault, the value set is calculated from the readings from the absolute pressure sensor and, if the latter is faulty, the fixed value set is a throttle opening of 50°.

The idle self-adjustment dash-pot and mixture strength strategies are halted.

Coolant temperature sensor

If there is a fault, the injection control unit inhibits the mixture strength self-adjustment and idling.

It sets the last temperature value measured; if it does not correspond to the operating temperature, the injection control unit increases it gradually depending on the time since the engine has been started until 80 °C is reached.

The radiator cooling fan is activated.

Atmospheric pressure sensor

If there is a sensor failure, the value in the intake manifold at the key on or in full load conditions (throttle completely open) is considered as the atmospheric pressure value.

Variable valve timing

If the phase transformer is stuck in one position (maximum advance, maximum delay or intermediate position) through a mechanical fault in the transformer or a short circuit of the transformer pilot solenoid valve, the solenoid valve is no longer operated by the injection control unit.

If the transformer is slow, the injection control unit operates the solenoid valvel to keep the transformer in the maximum advance position (rest position).

IAW 5SF8 INJECTION/IGNITION CONTROL UNIT

General specifications

The control unit is fitted in the engine compartment on the engine and is capable of withstanding high temperatures.

It is a digital type unit with a microprocessor featuring a high calculation capacity and is accurate, reliable, versatile, with low energy consumption and is maintenance-free.

The task of the electronic unit is to process the signals coming from the various sensors through the application of software algorithms and to control the operation of the actuators (in particular the injectors, ignition coils and motorized throttle) in order to ensure the best possible operation of the engine.

The adoption of the Fiat CODE means that control units cannot be swapped between vehicles.

Pin out

The diagram below shows the electronic control unit pin out.

(A) CONNECTOR FOR VEHICLE SIDE WIRING

1. +30 Battery

2. Accelerator pedal potentiometer (+)

3. Accelerator pedal potentiometer (+) / Linear pressure sensor for air conditioner (+)

4. Not connected

5. Linear pressure sensor for air conditioner

6. Not connected

7. Not connected

8. Not connected

9. Not connected

10. Not connected

11. Not connected

12. Not connected

13. Not connected

14. Not connected

15. Linear pressure sensor for air conditioner (-) / Accelerator pedal potentiometer (-)

16. Ignition switch (15/54)

17. Negative signal for injection system main relay coil

18. Not connected

19. Alternator D+ signal

20. Not connected

21. Not connected

22. Not connected

23. Not connected

24. Not connected

25. Not connected

26. Reversing switch

27. Not connected

28. Not connected

29. Not connected

30. Not connected

31. Not connected

32. Clutch pedal switch signal

33. Not connected

34. Not connected

35. Not connected

36. Not connected

37. Not connected

38. Accelerator pedal potentiometer (s)

39. Not connected

40. Not connected

41. Not connected

42. Not connected

43. Not connected

44. Not connected

45. Accelerator pedal potentiometer (-)

46. Not connected

47. Petrol pump relay feed (+30 from Fuse CVM F17)

48. Petrol pump relay feed (+30 from Fuse CVM F17)

49. C-CAN High Line (+)

50. C-CAN Low line (-)

51. Accelerator pedal potentiometer (s)

52. High speed CAN line for Body Computer Node

53. Not connected

54. Not connected

55. Oil pressure switch

56. Positive signal for petrol pump relay feed

57. Not connected

58. Not connected

59. Solenoid valve 2 speed relay feed

60. Not connected

61. Not connected

62. Solenoid valve 1 speed relay feed

63. Air conditioning compressor relay feed

64. Not connected

(B) CONNECTOR FOR ENGINE SIDE WIRING

1. Ignition coil control (cylinder 4)

2. WT solenoid valve (phase transformer)

3. Ignition coil control (cylinder 3)

4. Injection pump main relay (+30 from Fuse CVM F11)

5. Earth

6. Earth

7. Absolute pressure / integrated air sensor (-) / Engine timing sensor (-) / Absolute pressure sensor

8. Not connected

9. Rpm sensor (+)

10. Not connected

11. Not connected

12. Not connected

13. Pressure / integrated air sensor (+) / Engine timing sensor (+)

14. Not connected

15. Motorized throttle (Drive by wire)

16. Not connected

17. Ignition coil control (cylinder 1)

18. Not connected

19. Ignition coil control (cylinder 2)

20. Not connected

21. Earth

22. Earth

23. Rpm sensor

24. Engine timing sensor

25. Not connected

26. Not connected

27. Not connected

28. Not connected

29. Not connected

30. Motorized throttle (Drive by wire)

31. Integrated air / pressure sensor

32. Heated lambda sensor (upstream of the catalytic converter)

33. Cylinder 4 injector control

34. Cylinder 2 injector control

35. Motorized throttle (Drive by wire)

36. Water temperature sensor

37. Not connected

38. Not connected

39. Not connected

40. Not connected

41. Detonation sensor (+)

42. Heated lambda sensor (downstream of the catalytic converter)

43. Heated lambda sensor (upstream of the catalytic converter)

44. Motorized throttle (Drive by wire)

45. Water temperature sensor

46. Not connected

47. Not connected

48. Detonation sensor (-)

49. Cylinder 3 injector control

50. Cylinder 1 injector control

51. Fuel vapour recovery solenoid valve

52. Motorized throttle (Drive by wire)

53. Not connected

54. Not connected

55. Not connected

56. Not connected

57. Motorized throttle (Drive by wire)

58. Heated lambda sensor (downstream of the catalytic converter)

59. Not connected

60. Heated lambda sensor (upstream of the catalytic converter)

61. Not connected

62. Not connected

63. Integrated air / pressure sensor (t)

64. Heated lambda sensor (downstream of the catalytic converter)

INJECTORS

Specifications

The injectors are the miniature type (Pico) with a 12 V supply and an internal resistance of 13.8 - 15.2 Ohm at 20 °C.

The injectors are fastened by the manifold which presses against them in their seats in the intake manifold ducts, whilst the two fluorine rubber seals (1) and (2) provide a seal on the inlet manifold and the fuel manifold.

The fuel supply takes place from the top of the injector whose body contains the winding (3) connected to the terminals (4) of the electrical connector.

Do not apply stress greater than 120 Nm to the injector connector during the removing-refitting operations as it could adversely affect its operation.

Operation

The jet of fuel comes out of the injector at an absolute pressure of 3.5 bar through the returnless system atomizing immediately.

The injector control logic is the phased sequential type, i.e. the four injectors are operated in accordance with the inlet stages.

FUEL MANIFOLD

Specifications

The fuel manifold is fastened to the inner part of the intake manifold and its function is to send the fuel to the injectors.

In addition to the seats for the injectors there is a rapid connector on the fuel manifold for connection with the fuel supply pipe and a connector for checking the fuel supply pressure.

1. Fuel manifold

2. Injector

3. Connector for discharging fuel pressure

4. Rapid connector

5. Fuel supply pipe

ENGINE COOLANT TEMPERATURE SENSOR

Specifications

This is fitted to the thermostat cup and detects coolant temperature by means of an NTC thermistor with negative resistance coefficient.

Electrical properties

Operation

The reference voltage is 5V for the NTC element for the injection system. Because the control unit input circuit is designed as a voltage divider, this voltage is distributed between a resistance present in the control unit and the sensor NTC resistance.

The control unit can therefore assess sensor resistance changes via changes in the voltage and thus obtain temperature information.

Composition

The composition of the sensor is illustrated in the diagram below.

1. NTC resistance

2. Sensor body

3. Electrical connector

DETONATION SENSOR

Specifications

The piezoresistive knock sensor is fitted on the crankcase and measures the intensity of vibrations caused by knock in the combustion chambers.

This phenomenon has mechanical repercussions on a piezoelectric crystal that sends a signal to the control unit which, on the basis of this signal, reduces the ignition advance until the phenomenon disappears. Later on, the advance is gradually restored to the basic value.

Electrical specifications:

• resistance: 532 - 588 Ohm at 20 °C.

Operation

The molecules of a quartz crystal are electrically polarised.

In rest condition (A), the molecules do not display any particular orientation.

When the crystal is subject to pressure or impact (B), the degree of alignment is directly proportional to the pressure acting on the crystal.

This orientation generates a voltage at the crystal terminals.

A. Rest position

B. Position under pressure

RPM SENSOR

Specifications

It is fitted on the crankcase facing the phonic wheel on the crankshaft pulley.

It is inductive, i.e. its operation is determined by magnetic field changes generated by the teeth passing in front of the phonic wheel (60-2 teeth).

The injection control unit uses the rpm sensor signal to:

• determine the rotation speed;
• determine the crankshaft angular position.

Electrical specifications:

• resistance = 1134 - 1386 Ohm at 20 °C.

The recommended distance (gap) between the end of the sensor and the phonic wheel for obtaining correct signals should be 0.5 - 1.5 mm.

Composition

The sensor takes the form of a tubular case (1) containing a permanent magnet (3) and electrical winding (2).

Operation

Due to the passage of the phonic wheel teeth, the magnetic flux set up by magnet (3) undergoes fluctuations due to changes in the gap.

These fluctuations set up an electromotive force in winding (2) and a voltage is set up at the terminals that alternates between positive (tooth facing sensor) and negative (gap facing sensor).

The rpm sensor peak output voltage depends, all else being equal, on the distance between the sensor and the phonic wheel teeth (gap T: 0.5 - 1.5 mm).

There are sixty teeth on the phonic wheel, two having been removed to produce a reference: the passing of the wheel therefore corresponds to an angle of 6° (360° divided by 60 teeth).

The synchronism point is recognised at the end of the first tooth following the gap left by the two missing teeth: when this passes beneath the sensor, the crankshaft is located with piston pair 1-4 at 114° before TDC.

Accelerator pedal

The sensor consists of a case secured to the accelerator pedal; the case contains an axially-located shaft connected to two potentiometers: a main one and a safety one.

A coil spring on the shaft ensures the correct amount of resistance to pressure while a second spring ensures return following release.

The redundant signal reading makes it possible to continuously monitor the plausibility of the readings in order to guarantee complete safety whilst driving even if there is a failure.

Operation

The accelerator pedal position is converted into an electrical voltage signal and sent to the injection control unit by the potentiometer connected to the pedal.

The accelerator pedal position signal is processed together with the information relating to the engine rpm to obtain the injection times and the pressure.

Potentiometer technical specifications

The potentiometer settings are illustrated in the graph below.

P1. Track n°1

P2. Track n°2

A. Maximum throttle opening

B. Pedal stop on cap

C. Pedal stop on support

THROTTLE BODY

Specifications

It is fitted on the intake manifold and regulates the amount of air taken in by the engine.

According to the signal received from the accelerator pedal potentiometer, the injection control unit controls the throttle opening by means of a direct current motor built into the throttle body.

Throttle opening takes place from 0° to 82°, i.e. including idle speed adjustment range.

The throttle body is equipped with two built-in potentiometers, each of which controls the other.

If there is a fault with the two potentiometers or no power supply, depending on the position of the accelerator pedal, the control unit applies a recovery strategy with the consequent inferior operation noticeable to the driver and the EOBD fault diagnosis is disabled.

The self-learning procedure does not have be carried out if the injection control unit or the intake manifold or the throttle casing is replaced.

Operation

The opening of the throttle is managed by an electrically operated motor.

The Marelli 5SF8 system operates the motorized throttle according to accelerator pedal requests; a potentiometer is connected to it that sends a voltage signal to the control unit where it is processed and opening laws are produced.

The position of the throttle is controlled by the control unit via a potentiometer incorporated in the throttle casing.

INTAKE AIR TEMPERATURE AND PRESSURE SENSOR

Specifications

The pressure and intake air temperature sensor is an integral component which is designed to measure the air pressure and temperature inside the intake manifold.

Both pieces of information are used by the injection control unit in defining the quantity of air drawn in by the engine and are then used for calculating the injection time and the ignition point. The sensor is fitted on the intake manifold.

Operation

The air temperature sensor consists of an NTC thermistor (Negative Temperature Coefficient).

The sensor resistance decreases as the temperature increases.

The control unit input circuit shares the 5 Volt reference voltage between the sensor resistance and a fixed reference value, producing a voltage that is proportional to the resistance and consequently to the temperature.

The sensitive element of the pressure sensor is made up of a Wheatstone bridge screen-printed onto a ceramic diaphragm.

On one side of the diaphragm is the absolute reference vacuum, while on the other side is the vacuum from the intake manifold.

The (piezoresistant) signal, coming from the distortion suffered by the diaphragm, before being sent to the engine management control unit, is amplified by an electronic circuit contained in the mounting that houses the ceramic diaphragm.

With the engine off, the diaphragm bends according to atmospheric pressure. Exact reference information on altitude can therefore be obtained with the key on.

During engine operation, the vacuum exerts a mechanical action on the sensor diaphragm, which bends to alter the resistance value.

Because the power supply from the control unit is maintained strictly constant (5V), the output voltage changes when the resistance value is altered.

Electrical properties

The electrical properties of the sensor are illustrated in the diagram below.

IGNITION COILS

Specifications

The coils are housed in a single casing fastened directly to the tappet cover and are the closed magnetic circuit type. They consist of a lamellar pack with a central silicon steel core broken by a fine gap that holds both the windings.

Electrical specifications:

• Primary circuit resistance: 0.5 Ohm ± 10% at 23 ± 3 °C
• Secondary circuit resistance: 6.0 kOhm ± 10% at 23 ± 3°C.

The windings are covered by a pressed plastic container and are insulated through immersion in an epoxy resin and quartz compound that gives them excellent dielectric, mechanical and also thermal properties on exposure to high temperatures.

The proximity of the primary winding to the magnetic core reduces the magnetic flux losses, ensuring the maximum coupling on the secondary winding.

TIMING SENSOR

Composition

The sensor is the Hall effect type. A current-carrying semiconductor layer immersed in a normal magnetic field generates a potential difference known as a Hall voltage at its terminals.

Operation

The lines of force perpendicular to the direction of the current produce a difference in power at the terminals (known as Hall voltage).

If current intensity remains constant, the generated voltage depends on magnetic field intensity alone. Changes in magnetic field intensity are sufficient to generate a modulated electrical signal with frequency proportional to the speed of magnetic field change.

To produce this change the distance between the sensor and the pulley on the camshaft is varied.

The rotation of the pulley alters the distance and produces a low voltage signal corresponding to each of the references.

Conversely, where the three references are not present, the sensor produces a higher voltage signal.

As a result the high signal alternates with the low signal four times every engine cycle.

Together with the rpm and TDC signal, this signal allows the control unit to identify the cylinders and determine injection and ignition points.

1. Earth

2. Output or signal

3. Supply voltage