Gasoline direct injection - injector voltage

and current
The purpose of this test is to check the Gasoline Direct Injection (GDI) injector
control voltage and current from an Engine Control Module (ECM).

WARNING

This test involves measuring a potentially hazardous voltage.

Please ensure you follow manufacturers' safety instructions and working

practices and ensure the rated voltage for all accessories you are using
meets or exceeds the expected voltage.

To avoid possible damage to your scope, you may need to use an

attenuator for this test.

Scopes with a 200 V range, such as PicoScope 4x25 models, do not need
an attenuator for this test.

All other PicoScope Automotive models need an attenuator on the

channel input. You can use either a 10:1 or a 20:1 attenuator provided that
you adjust the PicoScope software accordingly. Select from the
appropriate Channel Options menu:

Probe > x10 for a 10:1 attenuator

Probe > x20 for a 20:1 attenuator

How to perform the test

View connection guidance notes.

1. Use the vehicle wiring diagram to identify the positive feed and switched
earth circuits.
 2. Connect PicoScope Channel A to the injector positive feed circuit.
3. Connect PicoScope Channel B to the injector switched earth circuit.
4. Connect the low amp clamp to PicoScope Channel C.
5. Select the 20 A scale and zero the clamp before connecting to the
injector control circuit.
6. Minimize the help page. You will see that PicoScope has displayed an
example waveform and is preset to capture your waveform.
7. Start the scope to see live data.
8. Run the engine.
9. With your waveforms on screen stop the scope.
10. Turn off the engine.
11. Use the Waveform Buffer, Zoom and Measurements tools to examine
your waveform.

Notes

The orientation of the clamp relative to the wire will determine whether it has a
positive or negative output. If a live waveform does not appear on your screen,
or appears to be inverted, try reversing the orientation of the clamp.

Example waveform

Injector feed and switched earth voltages and circuit current during engine
cranking conditions.
Injector feed and switched earth voltages and circuit current during engine idle
conditions.

Injector feed and switched earth voltages and circuit current during wide open
throttle engine conditions.

Injector feed and switched earth voltages and circuit current during engine
overrun conditions.

Waveform notes
These known good waveforms have the following characteristics:

When the injector is off, the ECM supplies 4 to 5 V to both sides of the
injector circuit.
The ECM switches on the injector by simultaneously supplying a
boosted 40 V to the positive feed side Channel A, and a path to earth, 0
V, on the switched earth side Channel B.
At injector switch on, the circuit current, Channel C, reaches 6.25 A.
Once the injector valve is fully open, the boost voltage is removed from
the positive feed, which briefly reduces to 0 V, whilst the switched earth
voltage remains at 0 V.
Within 0.1 to 0.2 ms, a pulsed, square wave, voltage is established to
keep the injector valve open.
The circuit current holds the injector open at around 2.75 A.
 The ECM switches off the injector by simultaneously providing 4 to 5 V
to both sides of the circuit.
There is a peak in the switched earth voltage after the injector is
switched off.

Waveform Library
Go to the drop-down menu bar at the lower left corner of the Waveform
Library window and select Injector voltage or Injector current.

Further guidance
A GDI injector delivers fuel directly to the air charge within a cylinder.

The GDI injector fast reaction times enable an engine management system to
operate across different cylinder charge modes, for example:

a homogenous air charge, having the same, stoichiometric, air-fuel

mixture throughout the combustion volume; or
a heterogeneous air charge, having a stratified air-fuel mixture with a
small, fuel rich, volume within an overall, lean, combustion volume.

GDI injectors can deliver fuel with complex spray patterns and provide multiple
injections per compression stroke. Furthermore, fuel can be kept from the
cylinder volume until very close to the point of ignition reducing the risk of pre-
ignition or knock and allowing the use of higher compression ratios, all of
which leads to better thermal and fuel efficiencies.

As fuel injection coincides with the compression stroke, GDI injection

pressures must be sufficient to overcome the in-cylinder pressures that occur
across all engine load conditions. Therefore, GDI systems require a high
pressure, up to 200 bar, fuel delivery system consisting of a common fuel rail
supplied by a high-pressure fuel pump.

The ECM improves GDI injector response times by increasing the circuit
voltage during the opening phase providing additional energy to move the
valve rapidly. However, once the valve is fully open, only a relatively small
voltage is necessary to hold it place, which the ECM maintains with a lower,
pulsed, square wave voltage.

GDI injector failures may cause loss of engine performance, misfire or

excessive smoking symptoms. Possible failure modes may be:

mechanical inlet or outlet blockages, sticky/stuck injector valves or

defective spray patterns;
or electrical open, short circuits or high resistances in the wiring,
solenoids or ECM.

When operating out of their normal tolerances, for example, constant short
runs or cold-start operation, GDI systems can cause the build-up of soot within
the engine systems, which can cause a variety of secondary issues (e.g.
blocked inlets, EGR valves, turbo vanes etc.). As such, regular maintenance is
essential for continued operation within tolerances.

Diagnostic trouble codes

Selection of component related Diagnostic Trouble Codes (DTCs):

P0200 – Injector Circuit Malfunction

P0201 – Injector Circuit Malfunction – Cylinder 1

P0202 – Injector Circuit Malfunction – Cylinder 2

P0203 – Injector Circuit Malfunction – Cylinder 3

P0204 – Injector Circuit Malfunction – Cylinder 4

P0205 – Injector Circuit Malfunction – Cylinder 5

P0206 – Injector Circuit Malfunction – Cylinder 6

P0207 – Injector Circuit Malfunction – Cylinder 7

P0208 – Injector Circuit Malfunction – Cylinder 8

P0209 – Injector Circuit Malfunction – Cylinder 9

P0210 – Injector Circuit Malfunction – Cylinder 10

P0211 – Injector Circuit Malfunction – Cylinder 11

P0212 – Injector Circuit Malfunction – Cylinder 12

P0213 – Cold Start Injector 1 Malfunction

P0214 – Cold Start Injector 2 Malfunction

P0216 – Injection Timing Control Circuit Malfunction

P020A – Cylinder 1 Injection Timing

P020B – Cylinder 2 Injection Timing

P020C – Cylinder 3 Injection Timing

P020D – Cylinder 4 Injection Timing

P020E – Cylinder 5 Injection Timing

P020F – Cylinder 6 Injection Timing

P021A – Cylinder 7 Injection Timing

P021B – Cylinder 8 Injection Timing

P021C – Cylinder 9 Injection Timing

P021D – Cylinder 10 Injection Timing

P021E – Cylinder 11 Injection Timing

P021F – Cylinder 12 Injection Timing

P0261 – Cylinder 1 Injector Circuit Low

P0262 – Cylinder 1 Injector Circuit High

P0263 – Cylinder 1 Contribution/Balance Fault

P0264 – Cylinder 2 Injector Circuit Low

P0265 – Cylinder 2 Injector Circuit High

P0266 – Cylinder 2 Contribution/Balance Fault

P0267 – Cylinder 3 Injector Circuit Low

P0268 – Cylinder 3 Injector Circuit High

P0269 – Cylinder 3 Contribution/Balance Fault

P0270 – Cylinder 4 Injector Circuit Low

P0271 – Cylinder 4 Injector Circuit High

P0272 – Cylinder 4 Contribution/Balance Fault

P0273 – Cylinder 5 Injector Circuit Low

P0274 – Cylinder 5 Injector Circuit High

P0275 – Cylinder 5 Contribution/Balance Fault

P0276 – Cylinder 6 Injector Circuit Low

P0277 – Cylinder 6 Injector Circuit High

P0278 – Cylinder 6 Contribution/Balance Fault

P0279 – Cylinder 7 Injector Circuit Low

P0280 – Cylinder 7 Injector Circuit High

P0281 – Cylinder 7 Contribution/Balance Fault

P0282 – Cylinder 8 Injector Circuit Low

P0283 – Cylinder 8 Injector Circuit High

P0284 – Cylinder 8 Contribution/Balance Fault

P0285 – Cylinder 9 Injector Circuit Low

P0286 – Cylinder 9 Injector Circuit High

P0287 – Cylinder 9 Contribution/Balance Fault

P0288 – Cylinder 10 Injector Circuit Low

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GT869-EN

Disclaimer
This help topic is subject to changes without notification. The information
within is carefully checked and considered to be correct. This information is an
example of our investigations and findings and is not a definitive procedure.
Pico Technology accepts no responsibility for inaccuracies. Each vehicle may
be different and require unique test settings.

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