DISGINING AND FABRICATION OF M.P.F.I.

INJECTOR TESTING UNIT

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NECESITY OF THE PROJECT

Project work is very essential for the engineering students to show their skill and it also
helps them to over come the difficulties during the project. Which help them in future
industrial work it also helps the student know the fault and remedies face during the shop
floor activties.
The important of the project assigned to the student set in action, there creative ability
tempered with the theoratical acknowledgment impart with the work shop. It is exercised as a
guiding stored to the engineering students in there regular carrier in the industrial field which
enables the problem that acquit them. Thus the scheme of project work assigned is of
necessary value when only taken advantage of it and have highly proved to be a "Friend-in-
need is in deed."
It is common now-a-days that many students i.e. fresh passouts from institution
entering the carrier and just baffled not knowing what to do, where to start, especially when
all branches of engineering are so highly developed and so exploded as they are.Every one
has to develop his idea & should create designs, new things for the sake of this country,
society and welfare of his own. This can able to produce new things when student is able to
analyze in doing things, utilizing this theoretical knowledge with the improvement facility
already been provided by the elder generations and this help in resultant to approach better
for-ever, more over. One can able to realize what are the problem that occur in performing
the project work practically.










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INTRODUCTION TO AUTOMOBILE

Automobile is a branch of engineering in which we study about the auto-mobiles. An
automobiles is self propelled vehicle which is used for the transport of passengers and good
upon the ground.
"Germany is the birth place of the automobile. It was invented there, it went through
its first paces there and it was developed there to a high level of technical maturity. The list
of German automobile pioneers is a long one. The t one was Nicholas Cugnot.
In 1769, a French engineer captain Nicholas Cugnot, built the first road vehicle
propelled by its own power. It was a three-wheeler, four-seater vehicle ed with a steam
engine. It attained a speed of about 21/2 m.ph. for 15 mutes.
Motor vehicle is another name for the self-propelled vehicle running on ground. Thus,
automobile is a type of vehicle which is self-propelled and ..sed for the transportation
purposes upon the ground. Car, bus, truck, jeep, tractor, scooter, motor cycle are the
examples of automobiles. Since, an auto-bile is propelled upon the ground, so it differs from
other types of self-Celled vehicles, like aeroplane, helicopter, rocket, ship, motor boat,
locomotive.













DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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SYNOPSIS
The earlier multipoint fuel injector which was done in our college was used for
checking only the injector of maruti zen. But now we have modified the same one which is
used for testing petrol injector of any type of four wheeler, having MPFI system.
Earlier it is observed that the process which was followed by the machanic was to
first remove the injector and check it properly, such as it's 'O' ring and body of the injector
only. But today it is possible to check not only the 'O' ring and body of the injector, but also
the amount of fliel injected into the cylinder in time (i.e.) checking the injector for its fully,
partially chocked and fully cleaned condition. Thus the fabricated test bench serves the
aforesaid purpose within less time with minimum cost.
Hence this device saves lot of time and money for the cleaning purpose of the injector
and as well as for its efficient working. The advantages of this device is that, we can check
the injector of near about all type of petrol vehicle as it is a multipurpose device. It can be
performed by any skilled person, it is cheap and simple in construction.

















DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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1. INTRODUCTION TO MULTIPOINT FUEL INJECTOR

1.1 Introduction:-
The year 1903 is a memorable year in the history of IC engine development It is in
that year the Wright Brothers made the maiden SI engine powered p: which had a gear pump
that injected fuel into the intake ports. Soon after, the Brazilian Santos Dumont made his first
flight in Europe with plunger pump. The famous Grade Enddecker who in 1909 flew 13
kilometers, also did injection in gasoline engine: a two-storke engine in which each cylinder's
case pressure was utilized as injection pressure for the fuel.

1.2The Injector:-


















FIG 1.2
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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A fuel injector is just an electronically controlled valve. It is supplied with pussurized
fuel by the fuel pump and it is capable of opening and closing
times per second. When the injector is energized an electromagnet moves
a plunger that opens the valves, allowing the pressurized fuel to squirt out
through a tiny nozzle. The nozzle is designed to automis the fuel to make as z a mist as
possible so that it can bum easily.
The amount of fuel supplied to the engine is determined by the amount of time the
fuel injector stays open. This is called the pulse width, and is control-by the engine control
unit. The injector are mounted in the intake manifold that they spray fuel directly of the
intake valves. A pipe called the fuel rail jlies pressurized fuel to all of the injectors.
1) O-rings, the upper o-ring seals the injector to the fuel rail. The lower o-ring seals the
injector to the intake manifold. Old o-rings can allow fuel or intake leaks.
2) Fuel filter basket - to prevent debris from clogging the pintle and seat. It's just a second
line of defense, the inline fuel filter does the real filtering.
3) Injector body - the case the holds the internal parts in place. This is a sealed unit and the
parts inside cannot be replaced. Only the o-rings, pintle cap, and filter can be replaced on this
type,
4) Coil winding - this coil, when energized pulls the pintle up away from the seat.
5) Pintle - a finely machined part that normally sits down on the seat to prevent fuel from
passing through the injector. When lifted away from the seat, the fuel is allowed to pass.
The pintle usually only moves a few thousands of an inch. This is why it is important to
keep fiiel system cleaned and maintained.
6) Pintle seat - this is a precision machined surface that is matched to the pintle. The design
and size of the seat and pintle determines the spray pattern and flow rates.
7) Pintle cap - holds the lower o-ring in place and protects the pintle from damage while the
injector is removed. It can also insulate the tip from the engine heat.


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Fig. Actual Cut Section of Injector
The control unit sends an electrical impulse that activates the solenoid, causing the pintle
to move inward off the seat and allows the fuel to flow. The amount of fuel delivered is
controlled by the length of time the injector is energized (pulse width), since the fuel flow
orifice is fixed and the fuel pressure drop across the injector tip is constant. Correct
atomization is achieved by contouring the pintle of the point where the fuel enter the pintle
chamber.
Exercise care when handling fuel injectors during service, Be careful not to loss of pintle cap
and always replace old o-rings with new one to assure a tight seal. Never apply direct battery
voltage to test a fuel injector.
The injectors receive high pressure fuel from the manifold (furl rail) assembly. The complete
assembly includes a single, preformed tube with six injector connection, a mounting flange
for the fuel pressure regulator, mounting attachments which locate the fuel manifold
assembly and provide fuel injectors retention and a schrader quick disconnet fitting used to
perform fuel pressure test.

DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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The fuel manifold is normally removed with fuel injectors and pressure regulator
attached. Fuel injector electrical connectors are plastic and have looking tabs that must be
released when disconnecting the wiring harness.
























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BASIC FUNDAMANTAL OF MPFI SYSTEM

The main purpose of Multi-Point-Fuel Injector (MPFI) system is to sup-proper ratio of
gasoline and air to the cylinder. These system function two basic
arrangements namely.
i) Port injection ii) Throttle body injection

i) Port injection :- PFI system used one injector at each cylinder. They unted in the intake
manifold near the cylinder head, were they can inject a fine, automized fuel mist as closed as
possible to the intake wall. Fuel line run to each cylinder from a fuel manifold. Usually refer
to as a fuel rail. Fuel tube between two rails. Since each cylinder has its own injector fuel
action exactly equal. The port type system provides a more accurate and efficient delivery of
fuel.

ii) Throttle body injection :- Throttle body unit is similar in size and shape to a
carburetor. This fuel throttle body, much like bottom half of the carburetor. Instead of float
bowl and jet they have one or two fuel injector above the throttle plate. In a TBI system an
injection valve is positioned y above each throat of the throttle body. The injection valve
sprays into the air just before it passes the throttle valve enters are intake old. The (TBI)
system is also called single point fuel injection system or a pressure carburetion.










DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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THE VARIOUS TYPES OF MPFI

MPFI system can be divided into two types, according to the method used in sensing the
volume of intake air.
I) D- MPFI (Manifold Pressure Control Type) : This type measure the vaccum in
the intake manifold and sense the volume of air by its density the D- EFI type is used in some
computer controlled system engines.
II) L-MPFI (AIR Flow Control Type) : This type directly sense the amount of air
flowing into the manifold by means of air flow meter. This L-EFI system is uses an analog
circuit type EFI engine and on some CCS engine and mere four the explanation
an based on the L-EFI type as the system is considerably advanced.



















DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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BASIC MPFI CONSTRUCTION

MPFI can be divided into three system. The electronic control system, the fuel system
and the air injection system. EFI can be broken into basic fuel injection control and
correction control.
M.P.F.I.
Air Intake
Fuel Delivery
Electronic control
1) Air cleaner
2) Throttle body
1) Fuel pump delivery 1) ECM
2)Regulator
2) Control devices

MULTIPOINT FUEL INJECTION SYSTEM
M.P.F.I. is multipoint fuel injection system in which fuel is ignited by injecting the fuel in a
compressed air. It has two difference devices to measure the volume of intake air and the
injection of fuel. A sensor measure intake air volume and corresponding signal is to the ECU
(Electronic Control Unit) the ECU transmit the signal to the injector which injects proper
amount of fuel ( already pressurized by the fuel pump into the fuel intake parts of each
cylinder).







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WORKING PRINCIPLE OF M.P.F.I.
The engine control module (ECM) controls injector timing and pulse width. The ECM
pulses the injector based on information provided by its network of engine sensor. The ECM
uses the crankshaft position sensor to determine when to pulse to injector engine coolant
temp. Intake air all used by the ECM to calculate injector pulse with. ECM also uses its net-
work of sensors to determine whether all injector should be pulsed at same
time(Simultaneous injection) or each injector should be pulsed individually (sequential
injection) normal engine operation. Simultaneous injection may be used when the engine is
being crank. When the ignition power transistor is turned ON by a signal from the ECM. The
ECM sends a signal to the ignition coil then the primary current is shut off and high voltage
is induced in the secondary coil and the spark is ignited in the cylinder.




















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COMPARISION BETWEEN CARBURETTED INJECTION SYSTEM
AND M.RF.I. INJECTION SYSTEM
Carbureted injection system:- Spark- ignition engine normally use volatile
liquid fuels. Preparation of fuel-air mixture is done outside the engine cylinder and formation
of homogeneous mixture is normally not completed in the inlet manifold. Fuel droplet which
remain in suspension continue to evaporate and mix with air even during suction and
compression process. The process of mixture preparation is extremely important for spark
ignition engines. The purpose of carburetion is to provide a combustible mixture of fuel and
air in the required quantity and quality for efficient operation of the engine under all
condition.




















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M.P.F.I. injection system
Modern gasoline injection system use engine sensors, a computer and solenoid
operated fuel injector to meter and inject the right amount of fuel into the engine cylinders.
These systems called electronic fuel injection (EFI) use electrical and electronic devices to
monitor and control engine-operations.
An electronic control unit (ECU) or the computer recieves electrical signal in the fonn
of current or voltage from various sensor. It then uses the stored data to operate the injectors,
ignition system and other engine related device. As a result, less unburned fuel leaves the
engines as emission, and the vehicle gives better milage.




















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THE SPARK IGNITION ENGINE WITH M.P.F.I./E.F.I. SYSTEM
COMPAIRED WITH CARBURETTOR INJECTION SYSTEM

1. Improvement in the volumetric efficiency due to comparitively less resistance in
the intake manifold which will cause less pressure losses. It eliminates majority of
carburettor pressure losses and almost eliminates requirements of manifold heating.
2. Faster acceleration, since the fuel is injected or close to cylinder and need not flow
through manifold.
3. Greater safety is obtained by reducing the danger of fire, since there are no fuel-
air mixture containing pipes. While carburettor engines there is ignitiable air-fuel
mixture in the induction pipes, there is only air in the line incase of an injection engine.
4. Fuel air variation arising due to changes in position, motion or temperature will be less
and float level is not important as it is in the carburettor system.
5. Easy starting of engine, because the fuel atomization does not depend on the crank
speed of the engine.
6. Less exhaust emission because the pollutants concentration in the exhaust gas is
directly released to air fuel ratio. In injection system during starting automisation, does
not depend on cranking speed and during deacceleration the fuel flow may be cut of.
7. Necessity of volatile fuel is reduced, because fuel distribution is independent of
vapourisation which is carried out mechanically.
8. Fuel injection allows a large overlapping in the timing of the exhaust and the inlet
valves. Thus improving output, this makes possible the scavenging at the clearance
volume.

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AVANTAGES & DISADVANTAGES OF MPFI SYSTEM

ADVANTAGES OF MPFI
The spark ignition engine with an MPFI system compared with a carbu-: have the
following favourable points : .
1. Improvement in the volumetric efficiency due to comparatively less resistance in the
intake manifolds which will cause less pressure losses. It eliminates majority of
carburettor pressure losses and almost eliminates the requirement of manifold
heating.
2. Manifold wetting is eliminated due to the fuel being injected into or e cylinder and
need not flow through the manifold.
3. Atomization of fuel is independent of cranking speed and therefore . will be easier.
4. Better atomization and vapounzation will make the engine less knock
5. Formation of ice on the throttle plate is eliminated.
6. Distribution of fuel being independent of vapourization, less volatile fuel can be
used.
7. Variation of air-fuel ratio is almost negligible even when the vehicle :rent positions
like turning, moving on gradients, uneven roads etc.
8. Position of the injection unit is not so critical thereby the height of the engine and
hood can be less.
9. More uniform A/F mixture will be supplied to each cylinder, hence the difference in
power developed in each cylinder is minimum. Vibration from the engine equipped
with this system is less, due to this life of engine components is improved.
10. No need to crank the engine twice in case of cold starting as happens in the carburetor
system.
11. Immediate response, in case of sudden acceleration / deceleration.
12. Since the engine is controlled by ECM* (Engine Control Module), more accurate
amount of A/F mixture will be supplied and as a result complete combustion will take
place. This leads to effective utilization of fuel supplied and hence low emission
level.
13. The mileage of the vehicle will be improved.
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DISADVANTAGE OF MPFI SYSTEM
Some of the disadvantages of MPFI system are :
i) High maintenance cost
ii) Difficulty in servicing
iii) Possibility of malfunction of some sensors.

INSPECTION & SERVICIHG OF M.P.F.I. SYSTEM
Introduction :-
M.P.F.I. fuel injection system required systematic step-by-step test procedures with
somany interrelated components and sensers controlling fuel in-ection performance a hit-or-
miss approach to diagnosing problems can quickly become frustrating time consuming and
costly.
















Most fuel injection system are integrated into engine control system. The self test
modes of these system are designed to help in engine diagnosis. Unfortunately when a
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problem upsets the smooth operation of the engine, many service technicians automatically
assume that the computer (PCM) is at fault. But in the vast majority of cases, complaints
about driveability, performance, fuel mileage, roughness or hard starting or no starting are
due to something other than the computer itself.One of the basic rule of electronic fuel
injection servicing is that EFI cannot be adjusted to match the engine, you have to make the
engine match EFI.

PRELIMINARY CHECKS
The best way to approach a problem on a vehicle with electronic fuel injection to treat
it as though it had no electronic controls at all. Unless all engine support system are operating
correctly, the control system does not operated as designed.Before proceeding with specific
fuel injection checks and electronic control testing be certain of the following.
1) That the battery is in good condition, fully charged, with clean terminals and
connections.
2) That the charging and starting systems are operating properly.
3) That all fuses and fusible links are intact.
4) That all wiring harnesses are properly routed with connections free of corrosion and
tightly attached
5) That all vaccum lines are in sound condition, properly routed, and tightly attached.
6) That the PCV system is working properly and maintaining a sealed crankcase.
7) That all emission control systems are in place, hooked up and operating properly.
8) That the level and condition of the coolant/antifreeze is good and the thermostat
is opening at the proper temperature.
9) That the secondary spark delivery components are in good shape with no signs of
crossfiring, carbon tracking, corrosion, or wear.
10) That the base timing and idle speed are set to specifications.
11) That the engine is good mechanical condition.
12) That the gasoline in the tank is of good quality and has not been
substantially cut with alcohol or contaminated with water.
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OXYGEN SENSOR DIAGNOSIS
Oxygen sensors produce a voltage based on the amount of oxygen in the exhaust.
Large amounts of oxygen result from lean mixtures and result in low voltage output from the
O2 sensor. Rich mixtures release lower amounts of oxygen into the exhaust, therefore the O2
sensor voltage is high. The engine must be at normal operating temperature before the
oxygen (O2) sensor is tested.
Before testing an O2 sensor, refer to the correct wiring diagram to identify the
terminals at the sensor. Most late-model engiens use heated oxygen sensors (HO2S). These
sensors have an internal heater that helps to stabilize the output signals. Most heated oxygen
sensors have four wires connected to them. Two are for the heater and the other two are for
the sensor.
AIR INDUCTION SYSTEM CHECKS
In a fuel injection system (particularly designs that rely on airflow meters or mass
airflow sensors), all the air entering the engine must be accounted for by the air measuring
device. If it is not, the air/fuel ratio becomes overly lean. For this reason, cracks or tears in
the plumbing between the airflow sensor and throttle body are potential air leak sources that
can affect the air/fuel ratio.
During a visual inspection of the air control system, pay close attention to these areas,
looking for cracked or deteriotated ductwork. Also make sure all induction hose clamps are
tight and properly sealed. Look for possible air leaks in the crankcase, for example, around
the dipstick tube and oil filter cap. Any extra air entering the intake manifold through the PC
V system is not measured either and can upset the delicately balanced air/fuel mixture at idle.
It is important to note that vacuum leaks may not affect the operation of engines fitted with a
speed density fuel injection system.

AIR FLOW SENSOR
When looking for the cause of a performance complaint that relates to poor fuel
economy, erratic performance/hesitation, or hard starting, make the following checks to
determine if the airflow sensor (all types except CIS) is at fault. Start by removing the air
intake duct from the airflow sensor to gain access to the sensor flap. Check for binding,
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sticking, or scraping by rotating the sensor flap binding, sticking, or scraping by rotating the
sensor flap (evenly and carefully) through its operating range. It should move freely, make no
noise, and feel smooth.On systems that use a mass airflow meter or manifold pressure sensor
to measure airflow, other than checking for good electrical connections.

THROTTLE BODY INSPECTION

Step 1 : Check for smooth movement of the throttle linkage from idle position to the
wide open position.
Step 2 : Check the throttle linkage and cable for wear and looseness.
Step 3 :Check the vacuum at each vacuum port on the throttle body while the
engine is idling and while it is running at a higher speed.
Step 4 : Apply vacuum to the throttle opener. Then, disconnect the TP sensor
connector, and test the TP sensor with an ohmmeter connected across the
appropriate terminals.
Step 5 : Loosen the two TP sensor mounting screws and rotate the TP sensor as required to
obtain the specified ohmmeter readings. Then retighten the mounting screws. If the
TP sensor cannot be adjusted to obtain the proper ohmmeter readings, replace the TP
sensor.
Step 6 : Operate the engine until it reaches normal operating temperature, and check the idle
speed on a tachometer. The idle speed should be 700 to 800 rpm.
Step 7 : Disconnect and plug the vacuum hose from the throttle opener. Maintain 2,500
engine rpm.
Step 8 : Release the throttle valve and observe the tachometer reading. When the throttle
linkage strikes the throttle opener stem, the engine speed should be between 1,300
and 1,500 rpm. Adjust the throttle opener, as necessary, and reconnect the throttle
opener vacuum hose.



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THROTTLE BODY REMOVAL AND CLEANING
The throttle body assembly for replacement or cleaning, make sure you follow the
procedure. Outlined by the manufactured. Also begin by connecting a 12 volt power supply
to the cigarette lighter socket and disconnect the negative battery cable. Once the assembly
has been removed, remove all nonmetal-lic part such as the TP sensor, IAC valve, throttle
opener and the throttle body gasket from the throttle body. Now it is safe to clean the throttle
body assembly in the recommended throttle body cleaner and blow dry with compressed air
these arc the procedure of throttle body removal and cleaning.









FUEL SYSTEM CHECKS
If the air control system is in working order, move on to the fuel delivery system. It is
important to always remember that fuel injection systems operate at high fuel pressure levels.
This pressure must be relieved before any fuel line connections can be broken. Spraying
gasoline (under a pressure of 35 psi [241 kPa] or more) on a hot engine creates a real hazard
when dealing with a liquid that has a flash point of -45F (-7C).


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FUEL DELIVERY
When dealing with an alleged fuel complaint that is preventing the vehicle from
starting the first step (after spark, compression etc) is to determine if fuel is reaching the
cylinder checking for fuel delivery is a simple operation on throttle body system. Remove the
air cleaner, crank the engine and watch the injector or signs of a spray pattern. If a better
view of the injectors operation is required, an ordinary strobe light does a great job high
lighting the spray pattern.

INJECTOR CHECKS
A fuel injector is nothing more than a solenoid-actuated fuel valve. Its operation is
quite basic in that as long as it is held open and the fuel pressure remains steady, it delivers
fuel until it is told to stop.Because all fuel injectors operate in a similar manner, fuel injector
problems tend to exhibit the same failure characteristics. The main difference is that, in 3 TBI
design, generally all cylinders will suffer if an injector malfunctions whereas in port systems
the loss of one injector will only affect one cylinder.
An injector that does not open causes fiard starts on port-type systems and an obvious
no-start on single-point TBI designs. An injector that is sutck partially open causes loss of
fuel pressure (most noticeably after the engine is stopped and restarted within a short time
period) and flooding due to raw fuel dribbling into the engine. In addition to a rich-running
engine, a leaking injector also causes the engine to diesel or run on when the ignition is
turned off. Build ups of gum and other deposits on the tip of an injector can reduce the
amount of fuel sprayed by the injector or they can prevent the injector from totally sealing,
allowing it to leak.

CHECKING VOLTAGE SIGNALS
When an injector is suspected as the cause of a lean problem, the first step is to
determine if the injector is receiving a signal to fire. The injector is receiving a voltage signal
is easy and requires simple test equipment unfortunately the location of the injector's
electrical connector can make this simple voltage check somewhat difficult. For example on
some Chevrolet 2.8 liter V6 engine check for voltage at the injector using a high impedance
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test light or a convenient noid light that plugs in to the connector. If the sufficient voltage is
present after checking each injector check the electrical integrity of the injector
themselves.
INJECTOR BALANCE TEST
If the injector arc electrically sound perform an injector pressure balance test. This
test will help isolate a clogged or dirty injector photo sequence 26 shows a typical procedure
for testing injector balance. The tester designed to safely pulse each injector for controlled to
one injector at a time. To prevent oil dilution, the electrical connector to the other injectors
are removed. The ignition is turned on until maximum reading is on the pressure gauge. That
reading is recorded and the ignition turned off with the tester activate the injector record the
pressure reading. After the needle has stopped plusing. These are the performance of injector
balance test.

INJECTOR SOUND TEST
If the injector's electrical leads are difficult to access, an injector power balance test is
hard to perform. As an alternative, start the engine and use a technician's stethoscope to listen
for correct injector operation. A good injector makes a rhythmic clicking sound as the
solenoid is energized and deenergized several times each second. If a clunk-clunk instead of
a steady click-click is heard, chances are the problem injector has been found. Cleaning or
replacements is in order.
INJECTOR FLOW TESTING
Some vehicle manufacturers recommend an injector flow test rather than the balance
test. To conduct this test, remove the injectors and fuel rail from the engine and place the tip
of the injector to be tested in a calibrated container. Leave all of the injectors in the fuel rail.
Then connect a jumper wire across the specified terminals in the DLC for fuel pump testing.
Turn on the ignition switch and connect a jumper wire from the terminals of the injector to
the battery terminals. Disconnect the jumper wire from the negative battery cable after 15
seconds. Record the amount of fuel in the calibrated container.


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PRECUATIONS

These precautions must be observed when electronic fuel injection systems are
diagnoses.
1) Always relieve the fuel pressure before disconnecting any component in the fuel
system.
2) Never turn on the ignition switch when any fuel system component is disconnected.
3) Use only the test equipment recommended by the vehicle manufacturer.
4) Always turn off the ignition switch before connecting or disconnecting any system
component or test equipment.
5) When arc welding is necessary on a computer-equipped vehicle, disconnect both the
battery cables before welding is started. Always disconnect the negative cable first.
6) Never allow electrical system voltage to exceed 16 volts. This could be done by
disconnecting the circuit between the alternator and the battery with the engine running.
7) Avoid static electrically discharges when handling computers, modules, and computer
chips.

INJECTOR SERVICE
The injector replacing when they are not functioning properly, especially on multiport
systems, can be an expensive proposition. If injectors are electrically defective, replacement
is the only alternative. However, if the injector balance test indicated that some injectors
were restricted or if the vehicle is exhibiting rough idle, stalling, or slow or uneven
acceleration, the injectors may just be dirty and require a good cleaning.






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INJECTOR CLEANING

Deposit that form on the tip of fuel injector present proper fuel delivery and spray pattern.
Deliverability problem result such as rough idle and loss of power and fuel economy
compares a dirty injector with a clean injector. One reason deposit from is because heat affect
some components of gasoline. Other reasons include start and stop driving and injector
design. Some injectors clog more easily others.
Injectors can be cleaned by a flow of injector cleaning solvent through them. The
solvent removes gum, varnish, and other deposits. To clean the injectors, the engine should
be at normal operating temperature. Relieve the fuel pressure and disable the fuel pump.
Remove and plug the vacuum hose at the pressure regulator valve.
The instructions for the injector cleaning equipment you are using and connect a
container of injector cleaner to the fuel rail. The procedure may include first blocking off or
clamping shut the fuel return line to the fuel tank. Another step may be to set the pressure-
regulator valve on the injector cleaner to the specified pressure. This will be slightly below
the fuel system pressure. This will be slightly below the fuel system pressure. These steps
prevent the cleaner pressure from opening the vehicle fuel pressure regulator and sending
cleaner through the fuel return line to the fuel tank. Start the engine and let it idle until the
container is empty and the engine stalls. This should take about 5 to 10 minutes. Then
remove the container, restore the connections, and start the engine. The fuel injector tester
can also be used to clean injectors.

FUEL RAIL, INJECTOR, AND REGULATOR SERVICE
There are service operations that will require removing the fuel injection fuel rail,
pressure regulator, and/or injectors. Most of these are not related to fuel system repair.
However, when it is necessary to remove and refit them, it is important that it be done
carefully and according to the manufacturer's recommended procedures.




DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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INTRODUCTION TO PETROL INJECTOR TEST BENCH
The M.P.F.I. test bench is commonly used for detecting the amount of
fuel injected into the engine cylinder. The M.P.F.I. test bench consist of the following parts :












Fig. Multi Point Fuel Injector
1) M.P.F.I. fuel injector of commonly available Maruti, Zen, Santro.
2) BATTERY
The battery is the main part of the electrical system in an automobile. Without the battery, the
engine cannot be started with the starting motor. The battery supplies current for operation of
the starting motor and ignition system when the engine is being cranked for starting. It also
supplies current for light,
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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3) FUEL FILTER:-










The function of fuel filter is to remove dust, smoke, solid impurities, when impulse fuel
passes through it. The fuel passes through a very small gap of the fuel filter and the smoke,
dust particles etc., are not passes through such a small gap and fresh fuel will passes for
smooth operation. In this project fuel fiitre connected between fuel tank and fuel injector
through the high pressure pipe with coupler.

4) PRESSURE GAUGE
A fluid is a substance that has no rigidity. A liquid or gas is a fluid squeezing or compressing
causes it to exert equal force in all direction. This force applied to each unit of surface area is
pressure. In this project the pressure gauge used to measure the fuel pressure to rise in the
fuel tank capacity of pressure gauge is 1Okg/cm
2



DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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Fig. Pressure Gauge
5) COMPRESSOR :-
The constructional features of a 2 stages air cooled 'V type reciprocating air
compressor.Single stage compressor are suitable for discharge pressure up to 7 bar. For
higher pressure beyond 7 bar, multi -stage compressor are recommended. Air cooled
compressor are convenient for colder ambients and low delivery pressure. Water cooling is
suggested for hot ambient and where heat dissipation from compressor to the surrounding
can not be tolerated.








Fig. Air Compressor
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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6) VACCUM VALVE :-
The vaccum is made up of steel metal. Vaccume is used to open or close the
compressor to allow more or less air to flow through it. In this project use vaccum valve air
sustaining capacity is 10 kg/cm
2
.

















7) HOSE PIPE :-
It is used as a connecting pipe from which flow of compressed gases are given to the
fuel tank and from the fuel tank the pressurized fuel is made to flow through the filter, gauge
and then to the injector by means of hose pipe air sustaining capacity of hose pipe is 20
kg/cm
2
. These hose pipes are designed separately as per the requirement of the petrol fuel
injector of different types of four wheelers, having MPFI system.


DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

Page 29












8) C - CLAMPS :-
This is used for the leak proof joint at the nipple and valve ends. The C-clamps are
tightened at the end of joint, in order to prevent leakage of fuel.
9) TEST TUBE HOLDER:-












DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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FABRICATION&DESIGNING OF MPFI TEST BENCH

Following are the matenals required for tlie fabrication of the M.P.RI. Test Bench:

Sr. No. Particular Size Qty.
1) M.S. plate (10mm thick) 300mm x200mmx 10mm 10 kg
2) M.S. plate (10mm thick) lOOmmxSOmmx 10mm 3kg
3) Plywood (12mm thick) 3000mm x 2000mm 2kg
4) M.S. Angle (for bench) 3000mm x 2000mm 5kg
5) High pressure pipe line 6 fit 2
with coupler nut
6) Compressor valve 10 kg\cm
2
1
7) Pressure gauge 10 kg/cm
2
2
8) Wirel/18 S.W.G. 20 feet
9) Coupler nut connector 2
With injector
10) Studs
11) Testbubs 2
12) Multi point fuel injector(new) 1
13) Multi point fuel in injector (old) 1

DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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TOOLS & EQUIPIPMENTS :
1) General purpose lathe machine.
2) Pedestal grinder.
3) Welding machine set, (electric arc welding and gas welding).
4) Material cutting power saw machine.

MEASURING INSTRUMENTS :
1) Vernier calliper, micro meter screw gauge
2) Measuring tape etc.

PROCEDURE :-
Initially all the raw materials were purchased from the market (as per the estimated
cost) and were brought to the workshop.

Step I: The raw materials like M.S. plate etc. were cut in to the required size with the
help of power saw machine.
i) : The test bench was fabricated by using the raw materials like M.S. angle and M.S. plate
with the help of electric arc welding machine and was finally measured with the help of
measuring tape.
ii) The fuel tank was designed to bear a pressure of 10 kg/cm
2
and then was welded on the
base plate with the help of rod and angle.
iii) Nipples were welded with the help of gas welding at the inlet and outlet of the
compressed air and at the air fuel mixture point.
iv) Then the fuel filter was welded and fixed as per the designed drawing.

v) Two number of T's were welded with pressure gauge are mounted on the base plate to
measure the inlet and outlet pressue of air and air fuel mixture.

vi) The hose pipes were mounted with the help of clamps, as per the designed drawing.
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

Page 32

vii) The hose pipe is used as a injector seat in which the injector is fixed.

viii) Now the injector socket and on /off swtich is connected in the electrical
circuit with the help of a battery.
Note :- Now check for leakage (air fuel mixture) at all the joints.
Step II : Manufacturing of test tube holder
Two Wooden pieces were cut into size and were joined together to form test tube holder.
Step III: Design of Pressure Tank :
Given data :-
Dia of pressure tank = 8.4 cm = 84 mm
Length of tank = 15.5 cm = 155 mm
Thickness of tank (t) = 2 mm
Max pressure = 9 kg / cm
2

= 9xlOxlO-
2
N/mm
2
= 90xlO-
2
N/mm
2


Permissible circumferential stress
(hoop stress)
a - 50 N/mm
2

Permissible or allowable longitudinal
stress 0 = 25 N/mm
2

Solution :-
All data of pressure tank is given as above .'.
Checking hoop stress t=(pxd)/2 o
n

= (90xlO-
2
x84)/2xa
n

- 18.9 N/mm
2

The induced hoop stress a
n

:
18.9 N/mm
2

is less than the permissible
hoop stress a
n
= 50 N/mm
2
.
Hence design is safe.
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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Checking Longitudinal stress
t = pd / 4 0
a

2 = (90xlO-
2
x84)/4xo
a
a - 9.45 N/mm
2

The induced longitudinal stress a
a
= 9.45 N/mm
2
is less than the permissible hoop stress o
a
=
25 N/mm
2
.
Hence design is safe.










Step IV : The pressure gauge, pressure valve, fuel tank & test tube holder were properly
welded to the base plate as shown in fig.











DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

Page 34





























Step V : The manufactured M.P.F.I. T.B. was painted and was kept ready for the testing of
M.P.F.I. Finally the working of fuel injector is observed by passing a compressed air fuel
mixture and by opening the solenoid switch of the injector, with the help of electric current.
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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TESTING PROCEDURE OF MPFI TEST BENCH

1) First of all the injector is removed from the vehicle whose injectors is to be checked on the
petrol injector testing bench.
2) Clean injector by wice clean and check the terminal of the injector (check for wear or
damage on injector).
3) Attach or fixed the injector in hose pipe with the help of clamp to prevent leakage.
4) Add fuel in the tank and joind compress air pipe hose on the petrol injector testing bench.
5) Allow the pressure of... .... kg/cm2 to flow through the petrol injector test bench.
6) Now check the pressure at inlet and pressure of air fuel at the second stage.
7) Now attached the battery terminal to the battery and push the button ON/OFF.
8) Check fuel injector by the injector in the test tube in a fixed time limit.
9) Now, similarly check all the fuel quantity injected by all the injector.
10) Now measure the quantity of fuel injected by all injector.











DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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OBSERVATION TABLE
Sr. Pressure Time Amount of Fuel Injected
No. good conditional Partially Choke Fully Choke
Condition Condition
1. 1 Kg./Cm
2

2) 2 Kg./Cm
2

3) 3 Kg./Cm
2

4) 4 Kg./Cm
2



CONCLUSION :-
1) The condition of the Petrol injector can easily be detected within a very short period of
time and in this way, this test bench can improve the over all efficiency of the vehicle
and related service station.

2) It has been observed that this manufactured Petrol Injector test bench was
economically very cheap and best in quality service, when compared with other
automobile manufactured electronic & mechanical test bench.





DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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SAFETY PRECAUTIONS
The following safety precautions must be observed to reduce the risk of fire and
personal injury.
Read and understand the instructions and safety precautions before servicing fuel injection
systems. If the operator cannot read English, operating instructions and safety precautions
must be read and discussed in the operator's native language.
Wear eye protection that meets ANSI Z87.1 and OSHA requirements.
Have a Class B fire extinguisher nearby when working on fuel injection systems Observe
normal precautions for working with flammable liquids: no smoking, open flames,
electrical sparks, etc.
Use fuel injection kits on gasoline engines only.
Residual line pressure can cause fuel spray. Wrap a shop towel around pressure tap fittings
when connecting and disconnecting adapters. Wrap a shop towel around the fitting when
removing the gauge assembly hose. Wipe up fuel spills immediately. Protect painted
surfaces from fuel spills. Clean or dispose of towels according tolocal, state, and federal
regulations.
Tighten all connections before checking fuel pressure.
Release fuel system pressure before servicing fuel system components.
Keep dirt out of the system
Use the vehicle manufacturer's recommended procedures to service injectors. Replace
injector o-rings whenever injectors are removed.
Keep tools, electrical cords, and hoses away from moving engine parts.
Vent exhaust to the outside while running the vehicle.
Do not modify any components of the gauge assembly, adapters, or accessories. If it is
necessary to replace parts, use only OTC replacement parts. Optional Fuel Injection
Adapters, Fittings, and Accessories cont'd Fuel system problems cause sluggish engine
performance, poor fuel economy, rough idle, and customer complaints. OTC's fuel injection
service products may be used on most vehicles, domestic or imported.
No. 7448 - Fuel Injector Cleaner Canister. Uses shop air supply. Includes gauge, hose,


DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

Page 38

INSTRUCTION
No. 7000A - Pro Inject-R Kleen Fuel Injector Cleaning Fluid. Clean injectors mean a
cleaner running, more efficient engine with lower emissions. Use with OTC No. 7448
canister type cleaner. Case of twelve 16 oz. cans. (Not intended as a fuel additive.)No. 7904A
- D-Karbonizer4 Intake System Cleaning Fluid. Removes carbon, gum, and varnish from
intake and combustion system. Use with OTC No. 7448 canister-type cleaner. 16 oz. can.
(Not intended as a fuel additive.)

OPERATING INSTRUCTIONS :-
Fittings in this kit are designed to be used with OTC No. 7211 fuel pressure gauge or
Nos. 518483 / 518530 gauge / hose assy.
1. Remove the fuel pump fuse from the fuse block.
2. Crank the engine; it will start and run until the fuel supply in the fuel lines is
consumed. Engage the starter for 3 seconds to release any remaining pressure.
3. Turn the ignition OFF.
4. Replace the fuel pump fuse.
5. Refer to the application chart on page 3, and select an adapter to fit the vehicle being
tested.
6. Connect the pressure gauge to the adapter. (OTC No. 7211 or Nos. 518483 and 518530.)
7. Turn the ignition to RUN. Pressure should build on the gauge. The electric fuel pump
should run between 1.5 to 3 seconds.
8. Turn the ignition OFF.
9. Open the bleed valve. Drain the clear plastic hose into a container until air bubbles are no
longer visible in the hose.
10. Wait 10 seconds, and turn the ignition to RUN. Pressure should build.




DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

Page 39

Record the pressure.
Now you are ready to perform a static or running fuel pressure test, a fuel volume test, or a
leak down test.

Note:
Static fuel pressure and running fuel pressure should be the same.
If test results are out of specifications, refer to the appropriate vehicle service manual for
diagnostic procedures.
When testing is complete, disconnect the fuel pump fuse, start the engine, and let it run
until it stops. Open the bleed valve, and drain the fuel into an approved container.
Disconnect the gauge and adapter assembly.

















DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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ESTIMATING & COSTING OF MPFI TEST BENCH
Sr. Particulars Qty. Rate Amount
No. in Rs. Rs.
1) M.S. plate (10mm thick) 10kg 3 I/kg 310.00
(500mm x 500mmxl Omm)
2) M. S . plate ( 1 Omm thick) 3kg 3 I/kg 93.00
( 1 5 Omm x SOmmx 1 Omm)
3) M.S. Pipe (4" diameter) 2.5kg 34.kg 85.00
4) M.S. pipe (2" diameter) 3.5kg 32/kg 112.00
5) High pressure pipe line 6 feet 45/foot 270.00
6) Compressor valve (13 kg/cm
2
) 1 no. 250/each 250.00
7) Pressure gauge ( 1 0 kg/cm
2
) 2 no. 200/each 400.00
8) Press switch 1 no. 3 5 /each 35.00
9) Wire 1/18S.W.G. 20 feet 4/foot 80.00
10) Hose Pipe 2 no.s 100/pair 200.00
11) Studs 10kg 24/kg 240.00
12) Test tubes 2no.s 25/each 50.00
13) Multi point fuel injector (new) Ino.s 2500/each 2500.00
14) Multi point fuel injector (Old) Ino.s 700/each 700.00
15) Plywood 2nos 200/each 400.00
16) Fuel filter Inos 350/each 350.00
17) Nipple &T joint 6&2nos 50/each 400.00
Others accessries 1000.00
Total 7475.00
DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

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ADVANTAGES AND LIMITATION OF TEST BENCH

The advantages of M.P.F.I. test bench is as follows :

1) This device is very easy to operate, any one can handle it very safely.
2) This device is very economic.
3) Lot of time is saved by using this device.
4) This device is very light for moving from one place to another.
5) By using the device we can also check the pressure in the pipe.
6) This device is affordable for a small workshop or side garages.
7) Testing of injector can be done by any skill person.
8) Testing procedure is very simple.

LIMITATIONS:
Limitations of this test bench is as follows :

1) This device is only for testing, whether the injector is properly working or not.
2) Only skilled person can operate it properly.








DISGINING AND FABRICATION OF M.P.F.I. INJECTOR TESTING UNIT

Page 42


REFERENCES

Automotive Technology
JackErjavec

Automotive mechanics
William crouse & Donald Anglin

Automotive electrical equipment
P.N. Kohli

Automotive engine performance
Ken Layn

Automotive engine
William crouse & Donald Anglin

Automobile engineering
R.B. Gupta
Hundai Motors

Reference Manual
Ceilo Car