TECHTALK in association with
BACK TO BASICS WITH AUTO-SOLVE
EMISSIONS RELATED COMPONENTS
AND ACTUATORS
This months topic looks at the actuators and components that affect
the vehicles exhaust emissions when the electronically controlled fuel
injection system is found to be over fuelling.
There are predominantly two reasons for excessive fuelling: increased
fuel pressure or extended injector duration.
The fuel pressure should be tested using an accurate pressure
testing kit and the results compared against the manufacturers
specification. The system pressure on the majority of multi-point
injection systems is usually around 2.0 bar, increasing to 2.5 bars
under acceleration conditions. The fuel pressure regulator (Fig 1.0) is
separated into two halves, these being divided by a diaphragm. The
lower part has an internal spring and a vacuum take off point; the
upper half receives the fuel from the fuel rail. When the fuel pressure
rises above that of the spring tension, the diaphragm is depressed and
the excess pressure escapes back to the fuel tank via the return pipe.
If the spring inside the pressure regulator becomes weakened, the
pressure reduces accordingly.
The vacuum hose that is
connected to the lower chamber
allows the effective pressure
exerted onto the diaphragm to
change with different engine
loads. Excessive fuelling will
occur if the rubber diaphragm
inside the pressure regulator is
perforated as this will allow fuel
to pass into the inlet manifold via
the vacuum pipe.
The emissions produced by
the combustion process have
never before been under more
Fig 1.0 scrutiny from both ecological
movements and government
legislation; it is therefore important that the vehicle runs efficiently,
helping to minimise harmful emissions from the exhaust tail pipe.
An engine can, in theory, run at such a point where the emissions
produced will be no more than harmless oxygen, carbon dioxide,
nitrogen and water. The theory may be correct, but with the
combination of moving parts, varying engine speed, temperature
change and different timing and fuel mapping, the final output is often
less than perfect.
At a certain air/fuel ratio (AFR) the emissions from the exhaust
will be minimised and with the introduction of the catalytic converter
and lambda sensor, the outputs can be reduced to satisfy the
current construction and use regulations. If the engine should suffer
from an ignition misfire or an electronic component failure the
combustion process will be greatly compromised, causing both an
unacceptable increase in exhaust emissions and the possibility of
damage to the catalytic converter. Most vehicles registered after
1992 will be equipped with a three way catalytic converter and more
Motor Industry Magazine www.motor.org.uk November 2004 32
often than not, will have 'closed loop' control.
'Closed loop' means that when the expended exhaust gases pass
through the exhaust pipe, the lambda (or oxygen) sensor will report
the condition of the mixture to the electronic control module (ECM)
and can adjust the fuelling accordingly. A sensor that is switching
correctly will alter the fuelling about once per second and the speed
of this switching can be seen on an oscilloscope. An ideal air/fuel
ratio from complete combustion will result in the lambda sensor
having the ability to fine tune the fuelling.
Assuming that the fuel pressure is correct, the excess fuel must
therefore be emanating from an increase in injector duration. This
can be caused by any of the following sensors and actuators.
Coolant temperature
Mass airflow meter
MAP sensor
Throttle position sensor
Weak or dribbling injector
Air temperature sensor
Lambda sensor
ECM fault
COOLANT TEMPERATURE SENSOR
The sensor itself has the ability to alter its resistance with engine
temperature change. The majority of sensors have a negative
temperature coefficient (NTC) which results in the resistance of the
component decreasing as the temperature increases. The resistance
change will therefore alter the voltage seen at the sensor and can be
monitored for any discrepancies across its operational range.
By selecting a time scale of 500 seconds, connect the
oscilloscope to the sensor and observe the output voltage. Start the
engine and in the majority of cases the voltage will start in the region
of 3 to 4 volts; however this voltage will depend on the temperature of
the engine - as the temperature increases the resistance decreases and
the voltage will also be seen to drop. If the resistance of the sensor is
higher than anticipated this will cause the ECM to be fooled into
thinking that the engine is colder than it actually is, thus giving
additional fuelling. The same effect will be seen if there is a poor
conductivity at either the sensors two pin connector or at the ECM.
This will give the equivalent to another resistance in series, increasing
the overall resistance.
MASS AIRFLOW METER (AIR VANE)
The voltage output from the internal track of the air flow meter (AFM)
should be linear to flap movement; this can be measured on an
oscilloscope and should look similar to the example shown.
The waveform should show approximately 1.0 volt when the
engine is at idle. This voltage will rise as the engine is accelerated and
will produce an initial peak. This peak is due to the natural inertia of
the air vane and drops momentarily before the voltage is seen to rise
again to a peak of approximately 4.0 to 4.5 volts. The initial voltage
seen at idle will vary between motor manufacturers and should
therefore be compared against the relevant data.
MASS AIRFLOW METER (HOT WIRE) Some TPSs are attached
This particular form of air flow meter is, in many ways, to the throttle body via
advantageous over the conventional air vane meter as it offers elongated locating holes. If
very little resistance to the flow of incoming air. The mass air flow this is the case, an initial
is measured by the cooling effect on a heated wire that is voltage setting must be
suspended in the air passage, and it is the air flow's cooling effect made as too high an initial
on the wire that signals to the ECM the quantity of incoming air. voltage will suggest an open
Inside the component are two wires, one of which is used to throttle and the ECM will
convey the temperature of the incoming air and the other wire is Fig 1.1 over fuel.
heated to a high temperature (approximately 120C) by passing
a small current through it. As the air flows across the heated wire, WEAK OR DRIBBLING INJECTORS
it will have a cooling effect on it causing a temperature change; a The injector consists of a solenoid operated valve which is held in the
small circuit inside the component will increase the current closed position by a spring until the earth circuit is completed by the
passing through the wire to maintain the temperature, and it is ECM. When the electromagnetic field lifts the pintle off its seat, fuel is
the recognition of this current that signals to the ECM the mass delivered to the engine. The total lift on the pintle is approximately 0.15
air flow. mm (6 thou) and has a reaction time around 1 millisecond.
The current supplied to the heated wire will alter Any dirt ingress around the pintle seating area will cause the injector
proportionately to the air flow - any wire that is constantly to not seat properly, allowing fuel to escape into the inlet manifold. The
heated will form an oxide coating. To clean the wire after each same consequences will also
journey, a current is passed through the wire heating it to occur if the internal spring is
approximately 1000C, burning off any build up, ensuring a clean damaged or broken. The
wire for the next time the vehicle is started. injectors can be tested for flow
rate, reaction time and leakage
MAP SENSOR (ANALOGUE) in a specialised test unit. The
This particular component can be either an integral part to the leakage test can however be
electronic control unit or an individual component. The output performed by removing the fuel
from the analogue version will show a rise and fall voltage rail, pressurising the system and
depending upon the vacuum seen. When the engine is stationary Fig 1.2 observing the injectors for any
or the throttle is wide open, zero vacuum will be recorded and a leakage. Any faulty injectors
voltage approaching 5 volts will be seen, as a vacuum is applied should of course be replaced with another injector with a comparable
the voltage will reduce. With this particular form of engine load flow rate. An example injector can be seen in Fig 1.2.
recognition, the condition of the vacuum pipes and connections
are vital as any air leak will fool the ECM into over fuelling. AIR TEMPERATURE SENSOR
With the air temperature sensor only contributing 20% of the
MAP SENSOR (DIGITAL) temperature compensation, the sensor would only have any discernible
A digital MAP sensor will produce a square wave signal to the effect if it was open circuit.
engine management ECM; this square wave will change frequency
with varying engine vacuum readings. This output waveform can LAMBDA SENSOR
also be monitored on an oscilloscope, or the frequency measured The most popular lambda sensor used on European vehicles is the
on a certain multimeters that have the appropriate setting (Hz). Zirconia type. This sensor is essentially two porous platinum
The frequency seen at idle should match the frequency seen in electrodes. The outer electrode surface is exposed to the exhaust
the manufacturers data. Air leaks also affect this digital form of gases and is coated in a porous ceramic with the inner coated surface
monitoring the engines vacuum. exposed to fresh air. The sensor then produces a voltage when there is
With both forms of MAP sensor, the engines fuelling will a difference in oxygen content between the two electrodes.
increase if the exhaust system has a restriction that impedes the This signal is then sent to the ECM and the mixture is adjusted
flow of the spent gases. accordingly.
The voltage range is normally 0.2 volts when lean and 0.8 volts
THROTTLE POSITION SENSORS when rich.
This throttle potentiometer (Fig 1.1) is able to indicate to the A constant high voltage output from the sensor shows that the engine
ECM the exact amount of throttle opening. A throttle switch is is running constantly rich and is outside the ECM's adjusting range.
unable to give precise positions of opening; however a throttle Lambda sensors, when working correctly, will switch approximately
pot will be able to give precise openings due to its linear output. once per second (1 Hz) and will only start to switch when at normal
The majority of modern engine management systems will employ operating temperature. This switching can be monitored on an
this particular sensor, and like the throttle position switch it is oscilloscope.
located on the butterfly spindle. A conventional Zirconia sensor will display a high voltage while the
This is also a three wire device employing a 5 volt supply, an engine is running with an excess of fuel, with a low voltage while

earth connection and a variable output from the centre pin. running lean. The same principal also applies to the Titania variation

Motor Industry Magazine www.motor.org.uk November 2004 33


TECHTALK in association with

but this time at a higher voltage of 0 5 volts.
ECM FAULT
The ECM fitted to today's modern engine
management system is responsible for the
'mapping' of the ignition timing and the
fuel delivery. In order for the ECM to calculate
the required ignition and fuelling parameters, it
must be fed with input signals from the
engine's sensors. The ECM is pre-
programmed with data that ensures the
engine's performance and efficiency is
maintained throughout the operational rev
range and can be trimmed using a knock
sensor to finely adjust the ignition timing and
a lambda sensor to control the fuelling when
in closed loop.
The majority of ECM's will have a self
diagnosis facility which is able to detect any
problems from signals outside their normal
operating range. Another facility that the ECM
has is its ability to operate in 'limp home' or
LOS mode (Limited Operation Strategy). This
allows the ECM to operate from pre-set
parameters when the system encounters a
failure, often illuminating the engine warning
light.
If a faulty ECM is suspected, it can be
tested to assess its condition before a
substitute unit is fitted.
In the next issue, we will be testing
miscellaneous sensors and actuators and
studying their resultant waveforms.

DEAR DAVE
Initial fault on a 1996 Escort 1.6 Zetec was for power loss until warm,
but now it is very difficult to start, and when it does it runs rough and
hesitantly until fully warm. Numbers 1 & 3 plugs are wet when this
occurs. No fault codes were found. We have changed the spark plugs
and checked the coolant temperature sensor out of the car while
warming it up slowly the resistance decreases from 2 K ohms to 350
ohms linearly with no glitches. Ignition viewed on the scope is also
normal for this engine. Injection pulses also checked while warming up
and are not too long for this engine. Fuel pressure is also OK.
You do not mention checking compressions low compressions
would not generate any fault codes and would give the symptoms you
report. Neither would a breakdown of insulation performance in the
HT leads. (Observing the ignition trace for a clue as to the effective
insulation properties of HT leads is often useless. A spark between
the HT lead boot and the adjacent spark plug well can look identical
to that across the spark plug electrodes). So check compressions,
preferably from cold, and change the HT leads. Clean out the throttle
body as well since this causes poor idling.
A Nissan Micra 1.3 floods when starting and runs a bit rough until the
flooding has cleared. Coolant temperature sensor looks OK from cold
start. I have been told that there is a modified harness for the coolant
sensor circuit do you know about this?
There is a modified harness for the 16 valve Micra the part number
is B407950B00, but dont go to the expense of buying it (about
20). It is basically a 15K ohm resistor wired in parallel to the sensor,
so for the cost of a few pence for a resistor you could do this yourself.
Its purpose is to limit the cold resistance of the coolant sensor to that
value. If it is the single point Micra, another probable cause could be
the air flow meters which can be cleaned up.
A Rover 25 with Mems 3 is hesitant pulling away from a standing start,
lacks power, and intermittently misses. There are no fault codes, and the
only suspicious looking find as yet is the throttle pot signal I would
expect to get about 4.9 volts at full throttle, but am only getting 2.5
volts. The signal is also a tad noisy for the first bit of throttle travel.
The 2.5 volt reading is actually normal for this car, but the noisy
signal is definitely not. This shows a worn potentiometer, and the
noisy signal will confuse the ECU into thinking the throttle is at a
different position to its true position. Change the throttle position
potentiometer and I think your problem is cured.
Another Rover question, this time concerning a 214 Mems 1.9 where
the battery keeps going flat. Its already had two new batteries and an
alternator. When we check for a current drain immediately after
switching off the ignition, its usually about 20 ma, but sometimes it is
about 350 ma.
Anything over 100 ma is too much current draw. When the discharge
next occurs first unplug the management ECU. If the discharge
disappears then you need a new ECU because this usually holds open
the main relay connected to pin 4, causing the drain. If this is not the
case, disconnect the alternator and look for any bulbs that could be
staying on at 350 ma it would need about a 5 watt bulb, like a
glovebox or boot light. As a last resort, pull out the fuses one by one
to isolate the circuit responsible.
Engine start and idle on an Audi A3 1.8 is fine, but as soon as the throttle
is touched it struggles. When the engine is warm it seems a bit
underpowered and hesitates occasionally. Fault codes are present for
mass air flow sensor, throttle position sensor and air temperature sensor.
If the codes are cleared, they return when the car is started again. Signal
values from the mass air flow and throttle position sensors check out
satisfactorily.
This sounds like the mass air flow sensor. Its a common failure on this
system and hard to detect malfunction by using just a multi-meter
you really do need to use a scope to pinpoint a failure here. The fault
code for the throttle position sensor is probably due to the ECU not
being able to correlate the wrong data from the mass air flow sensor
with the throttle position sensor. The air temperature sensor fault
code is really not relevant to the problem since it is essentially a fine
tuning device whose malfunction would not affect driveability. To
confirm that it is indeed an air mass meter fault, disconnect it. If the
engine runs better with it disconnected get a new air mass meter.
(The ECU substitutes its own values for what it thinks should be
produced by the air mass meter when you do this and these values,
while not spot on, are going to be a lot better than those of a
defective air mass meter).
DAVE PEACOCK

Motor Industry Magazine www.motor.org.uk November 2004 34