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Don’t be scared by direct fuel injection diagnostics. In theory, these systems operate on the same principles as port gas injection, but direct injection can inject more exact amounts of fuel into the combustion chamber so the engine can run leaner and more efficient.
The key to immediate injection is a fuel pump assembly. This pump is usually precision-machined to generate energy pressure to the rail up to 2, these gasoline pump assemblys are typically driven by a camshaft and are able to vary their displacement and output to match the needs of the engine.
fuel pump assemblys can malfunction and/or Invalid due to numerous factors. Diagnosing issues with these pumps isn’t too difficult if you know what to look for.
The main destroyer of fuel pump assemblys is a lack of oil changes. Put on between the camshaft lobes and the high-pressure pump follower helps prevent the pump from generating enough piston movement. Less movement of the pump means less pressure.
You should always examine the lobes on the camshaft before installing a new and very expensive fuel pump assembly. but it will never be completely corrected.
Engine oil must fulfill OE specifications to prevent premature wear on the camshaft and fuel pump assembly follower. Check with your engine oil supplier to see if an engine essential oil meets the OEM’s specifications. Volkswagen, GM and many other OEMs have oil standards that address use issues on the camshaft and pump follower.
While a Invalided sensor cannot cause a pump to Invalid, it can cause you to misdiagnose a fuel pump assembly. Direct-injection systems use pressure and in some cases temperature sensors to help determine position of the high-pressure pump solenoid.
The information generated by these sensors makes for the best possible combustion event,
These sensors have a ±2% accuracy rate. If the sensors are malfunctioning, they can influence gas trims. If a sensor Invalids or is producing readings outside of set parameters, the system will go into a low-pressure safe mode to avoid damage to the machine.
The best way to diagnose sensors is with a scan tool to greatly help interpret the data.
A direct injector is under a lot of pressure, so leaks can happen. Some leaks may occur when the engine is definitely resting, that may cause severe carbon buildup and a rich fuel reading. Leaks can also result in a longer than normal cranking cycle and possible wear.
The majority of systems have a specified resting pressure. This is designed to keep a specific amount of pressure in the system when the engine can be turned off. Values can be monitored using a scan tool.
Injector balance test and leakdown test are usually included in a enhanced or factory scan tool. These exams can help to spot a leaking injector or pump.
As engineers squeeze every bit of energy out of a droplet of energy, every element in the machine is operating upon a razor’s edge of driveability problems. Sometimes they get it wrong and they don’t find out until a direct-injection system is certainly in the field and racking up warranty claims.
There is a direct relationship between pump pressures, camshaft position and pressure solenoid position. These elements along with injector pulses could be calibrated to give the best performance and component existence.
If you are diagnosing a driveability problem on a direct-injection vehicle or replacing a high-pressure pump, make sure the ECU has the most recent calibration. Newer calibrations can help solve wear complications and driveablity problems, and may save you from changing the pump.
When this solenoid Invalids, it will be in a low-pressure environment.
Some people like to drive with their check engine light on. They presume it will go out if they put better gasoline in the tank, but we all know that this is not true.
A direct-injection engine that has a high-pressure pump issue will get into a limp or low-pressure mode. In this mode, the in-container pump will take over and the injector open time will increase.
When direct injection is working, the injector is exactly pulsing the injector multiple times to develop the perfect fuel/air mixture. In a low-pressure setting, it is less precise. The car will start and run, but the performance will be reduced and the catalyst could be harmed. Engine wear can also occur.
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