The object of all of the systems is to maintain the

optimum air/ fuel mixture, which is chemically correct

for theoretically complete combustion.

The stoichiometric ratio is 14.7 :1 (air to fuel).

 Fuel inlet system.
 Cold start system.
 Idle system.
 Main metering system.
 Power enrichment system.
 The need for
 Better fuel economy
 The increasingly strict emission control regulations
Dictate a more exact control of the engine air/fuel mixture
 These systems operate in the following manner:
 The oxygen sensor, installed in the exhaust manifold
upstream of the catalytic converter, reads the oxygen
content of the exhaust- gases.
 It generates an electrical signal and sends it to the computer
The computer then decides how to adjust the mixture
to. keep it at the correct air/fuel ratio.
 (+)

(-)
 RICH MIXTURE

AMOUNT OF OXYGEN
IN EXHAUST. LOW

PRESSURE UNDER
DIAPHRAM HIGH SENSOR VOLTAGE

DECREASING
FREQUENCY VALVE

FREQUENCY VALVE OPEN\CLOSE RATIO

OPEN\CLOSE RATIO DECREASING

INCREASING

PRESSURE UNDER
DIAPHRAM
LOW SENSOR VOLTAGE INCREASING

AMOUNT OF OXYGEN
IN EXHAUST .HIGH
LEAN MIXTURE
 FUEL CONTROL SYSTEM
ENGINE EXHAUST

THROTTLE OXYGEN
BODY SENSOR
RETURN
LINE
PRESSURE CATALYTIC
REGULATOR CONVERTER

ELECTRONIC
FILTER CONTROL UNIT

FUEL TANK
M. E.S V.S
E.T
P
 Conventional Ignition

 System is triggered by contact breakers

 The ignition coil is switched on and off mechanically
 Synchronization with the crankshaft
 The centrifugal advance mechanism adjusts the ignition
timing in relation to engine speed.
 The vacuum advance mechanism adjusts the ignition
timing in relationship to engine load.
 Transistorised Ignition

 Triggering is done by transistors.

 Ignition advance is the same as for the conventional.

 Fully programmed
Electronic Ignition

There is no mechanical advance system in the distributor.

Engine speed and proximity sensor is used to trigger

the ignition.
The E.C.U. computes the required ignition point and modifies the
output signal.
 Fully programmed
Electronic Ignition

 An ignition advance map is written into the E.C.U.

 It permits the best ignition point for any engine speed and load.
STATIC IGNITION
 Static Ignition

 The Static Ignition performs the same functions as the

programmed system but has no rotating H.T. distribution system.
 A four spark ignition coil is used instead of an ignition
distributor
Static Ignition
 Static Ignition

 The two coils, within the four-spark ignition, are energised

alternately via the E.C.U.

 Ignition output stage, at the correct point for a given

cylinder, determined by the E.C.U. ignition map

 The respective coil generates two sparks simultaneously

 One fires on the power stroke of the cylinder

 The other at the end of the exhaust stroke of the cylinder.
CIRCUIT DIAGRAM
CIRCUIT DIAGRAM
COIL RESISTANCE
COIL RESISTANCE
 The Motronic fuel injection system combines the digital
control of individual systems such as fuel injection and ignition
into a single unit.

 From the inputs engine speed (rpm), crankshaft position

and temperature (engine and ambient air)) the control unit
determines the ideal spark advance and fuel quantity

 In this manner, spark advance and fuel quantity is tailored

exactly to the engine operating conditions such as idling, part
load, full load, warm up, deceleration and transient modes.
SEMULTANEOUS
INJECTION
_

+12
SEMI-SEQUENTIAL
INJECTION
_

+12
SEQUENTIAL INJECTION

+12