The single-point injection

It is the cheapest system, it only has one injector, located at the entrance of the intake manifold,
right where the carburetor would be if it were carburization. The gasoline injected by
this single injector is distributed through each of the 4 intake ducts based on the
aspiration of each cylinder.

In the sequential mode, the fuel is injected with the intake valve open, thus presenting
the injectors operate in sync with these (with all the injectors acting simultaneously
different times).
In the semi-sequential, the fuel is injected in pairs, that is, the injectors act in pairs.
two. The simultaneous fuel is injected at the same time, with all injectors acting together.
same time full injection

Types of Fuel Injection.

The first fuel injection systems were mechanical systems and more
more complex than carburetors. Therefore, they were very expensive and were used very little. Chevrolet
launched a mechanical Rochester fuel injection system in 1957, which was
used in Corvettes until 1967. The Europeans were the true leaders in technology of
fuel injection. Bosch already had an electronic injection system in
some Volkswagen models in the late 60s and early 70s. In the early
In the 80s, almost all European car manufacturers used some type of system
Bosch multipoint injection. In the mid-80s, car manufacturers
Americans began the transition to injection systems using injection into the body of
acceleration (Throttle body injection, TBI).

Advantages

It is a relatively simple system and does not cause many problems, but it does not have the advantages.
that has a multipoint or sequential system.

Now a question, does it make sense that single point systems are more wasteful? For example, would it be a
approximately a more or less logical approach, that a car with single-point injection of about 75 HP
Did it consume like a multipoint of about 100? Speaking of the same displacement and weight, for
example.
The sequential fuel injection (where the opening of each injector is controlled by
independently by the computer and according to the power-up sequence of the
The engine improves power and reduces emissions into the atmosphere. For all this, we can conclude
that there are very strong reasons to use fuel injection.
MPFI systems are more expensive due to the number of injectors, but having injectors
independents for each cylinder represents a considerable difference in performance. The
same engine with MPFI system will produce from 10 to 40 horsepower (HP) more than with the
TBI system due to its better fuel distribution among cylinders.
Electronic fuel injection also integrates more easily with systems
of computerized control than a mechanical carburetor. The fuel injection
multipoint (where each cylinder has its own injector) delivers a mixture of air and
better distributed gasoline to each of the cylinders, which will improve the power and
performance.

Gasoline injection

Single-point injection systems

This system emerged from the need to reduce the costs associated with the systems of
multi-point injection at that time (early 1990s) and due to the need for
remove the carburetor in low-cost utility cars to comply with the
increasingly strict anti-pollution regulations. The single-point system consists of a single
injector placed before the throttle body, where the gasoline is injected in pulses and to a
pressure of 0.5 bar.
The three fundamental elements that form the framework of an injection system
monopoint is the injector that replaces the injectors in the case of an injection
multipoint. As in the case of the carburetor, this injector is placed before the
gas butterfly, this is another important difference with injection systems
multipoint where the injectors are after the throttle body.
The fuel dosage provided by the injector is determined by the ECU.
which, like in multipoint injection systems, receives information from different sensors.
Firstly, you need information about the amount of air that enters the collector.
admission for this uses a flow meter, it also needs other measurements such as the
engine temperature, the rotational speed of it, the position occupied by the throttle
gases, and the composition of the mixture through the Lambda probe. With this data, the ECU
develop an injector opening time to provide the exact amount of
flammable.
The distinctive element of this injection system is the 'central injection unit' or
also called "butterfly body" that outwardly resembles a carburetor. In this
numerous devices are concentrated in element such as of course "the injector", also
we have the gas butterfly, the fuel pressure regulator, idle regulator, the
air temperature sensor, throttle position sensor, even the flow meter of
air in some cases.

The pressure regulator is of the membrane mechanical type, forming part of the body of
injection where the injector is housed. The pressure regulator is composed of a
container case, a mobile device consisting of a metal body and a
membrane operated by a calibrated spring.
When the fuel pressure exceeds the determined value, the mobile device
displaces and allows the opening of the valve that releases the excess fuel,
returning to the deposit through a tube.
A calibrated hole, provided in the throttle body, connects the chamber of
regulation with the return tube, thereby allowing to reduce the hydrostatic load on the
membrane when the engine is off. The operating pressure is 0.8 bar.
The stepper motor or also called the idle throttle positioner, is used for
the regulation of the engine at idle. At idle, the stepper motor acts on a
Air flow in parallel with the throttle, performing a horizontal displacement.
graduating the amount of air that goes directly to the intake ducts without passing through
the throttle valve. In other cases, the stepper motor acts directly on the
gas butterfly opening it at a certain angle at idle when it theoretically should
to be closed.
The stepper motor receives electrical pulses from the ECU control unit that it
allow for precise control of the shutter movement. The motor
step by step it moves in one direction or the other depending on whether it is necessary to increase
or reduce the idle speed.
This mechanism also serves the function of regulating the startup of the
air conditioning system, when the control unit receives the information that it has
The air conditioning system is activated to command the stepper motor to increase
the idle regime at 100 rpm.
The engine
List of a series of brands and models of vehicles that use the injection system
monopoint:

VEHICLE SYSTEM YEAR

Citroën ZX/BX 1.6 MMFD Monopoint G5 1991-92

Citroën XM 1.9 MMFD Monopoint G5 1990-92
Citroën AX 1.0 Bosch MA 3.0 Monopoint 1991-94
Citroën AX 1.4 BoscMA3.0 Monopoint 1991-94
Citroën AX 1.1i Bosch Monopoint A2.2 1993-94
Citroën AX/ZX 1.4i Bosch Monopoint A2.2 1991-94
Citroën Saxo 1.0 Bosch Monopoint MA3 1996-
Citroën Saxo 1.1 BoscMonopunto MA3.1 1996-

Fiat Regata 100S i.e. Fiat SPI 1986-90

Opel Corsa-A 1.2i/1.4i GM Multec SPI 1991-93
Opel Corsa-B 1.2i/1.4i GM Multec SPI 1993-94
Opel Astra/Astra-F 1.4i GM Multec SPI 1991-94
Opel Astra F 1.6 Multec-Central 1993-97
Opel Vectra B 1.6 GM Multec Central 1995

Peugeot 205/309/405 1.6MMFD Monopoint G5 1990-92

Peugeot 605 2.0 MMFD Monopoint G5 1990-92
Peugeot 106 1.1 MMFD G6 Monopoint 1993-
Peugeot 205 1.1 MMFD G6 Monopoint 1993-
Peugeot 205 1.6 MMFD G6 Monopoint 1992-94
Peugeot 306 1.1 MMFD G6 Monopoint 1993-
Peugeot 105 1.6 MMFD G6 Monopoint 1993-

Renault Clio 1.2/1.4 Bosch Monopoint SPI 1991-92

Renault 19 1.4 Bosch Monopoint SPI 1990-92
Renault Clio 1.2/1.4 AC Delco Monopoint 1994
Renault Express 1.4 AC Delco Monopoint 1994-
Renault 19 1.4 AC Delco Monopoint 1994-
Renault Laguna 1.8i Bosch Monopoint 1994
Renault 19 1.8i Bosch Monopoint SPI 1992-94
Renault Clio 1.8i Bosch Monopoint SPI 1992-94
Renault Clio 1.4 AC Delco Monopoint 1994-97
Renault Extra/Express 1.4 AC Delco Monopoint 1995-

Rover 820E/SE Rover SPI 1986-90

Rover Metro 1.4 16V Rover MEMS SPi 1990-92
Rover 214/414 Rover MEMS SPi 1989-92

Volkswagen Golf 1.8/catalytic converter Bosch Mono-Jetronic 1987-90

Volkswagen Jetta 1.8/catalytic converter Bosch Mono-Jetronic 1987-90
Volkswagen Passat 1.8/catalytic converter Bosch Mono-Jetronic 1988-90

Catalyzed
Bosch Mono-Jetronic System
Once again, the manufacturer Bosch stands out with an injection system, in this case
"monopoint", where the most characteristic components of this system can be found.
like the common components with other multipoint injection systems, with the most
similar to the L-Jetronic.

Components of the Mono-jetronic system:

1.- ECU;
2.- Butterfly body;
3.- Fuel pump;
4.- Filter
5.- Coolant temperature sensor;
6.- Lambda sensor.
Admission system
The admission system consists of an air filter, intake manifold, throttle body of
butterfly injector (if you want to see a breakdown of the butterfly injector body)click here) y
the intake pipes connected to each cylinder. The intake system is responsible for
to deliver to each cylinder of the engine the necessary amount of air/fuel mixture to each
piston explosion race.

Body of the butterfly

The body of the butterfly (figure 1) houses the fuel pressure regulator, the engine
step by step of the butterfly, the air temperature sensor, and the single injector. The ECU
control the stepper motor of the throttle and the injector. The CO content cannot be
manually adjust. The butterfly potentiometer switch is mounted on the axis of the
throttle and send a signal to the ECU indicating the position of the throttle. This signal is
converts into an electronic signal that modifies the amount of fuel injected. The
solenoid-operated injector sprays gasoline in the space between the
butterfly and the Venturi wall. The stepper motor controls the idle by opening and closing the
butterfly. The idle cannot be adjusted manually.

Flow meter
The measurement of air flow is done using a flow meter that can be of the type
"hot thread", or also of the type "oscillating probe plate". The first provides a more design
compact to the injection system, reducing the number of elements since the flowmeter
The hot wire is housed in the same 'butterfly body'. The plate-probe flowmeter
forms a set with the ECU control unit (as seen in the lower figure).

Throttle switch
The throttle position sensor is a potentiometer that monitors the position of the throttle.
so that the fuel demand is appropriate to the position of the butterfly and to the regime
of the engine. The ECU calculates the fuel demand based on 15 different positions of the
butterfly and 15 different engine regimes stored in its memory.

Coolant temperature sensor

The signal that the temperature sensor or coolant thermal probe sends to the ECU
ensure that extra fuel is supplied for cold starting and the amount of
most suitable fuel for each operating state.

Distributor
The ECU supervises the engine's regime based on the signals transmitted by the sensor located
in the ignition distributor.

Lambda Sensor
The exhaust system has a Lambda sensor (oxygen sensor) that detects the amount of
oxygen present in the exhaust gases. If the air/fuel mixture is too lean or
too rich, the signal transmitted by the oxygen sensor causes the ECU to increase or
reduce the amount of fuel injected, as appropriate.

Electronic Control Unit (ECU)

The UCE is connected with the cables through a multi-plug socket. The program and the
The ECU memory calculates the signals sent to it by the sensors installed in the system.
The ECU has a self-diagnostic memory that detects and stores faults. When
a malfunction occurs, the warning light or indicator light on the dashboard turns on
instruments.

Power supply system

The fuel system supplies the necessary amount of fuel at low pressure to
the engine in each state of operation. It consists of a fuel tank, pump
fuel, fuel filter, a single injector and the pressure regulator. The pump is
hall located in the gasoline tank and conducts fuel under pressure, through
a filter, up to the pressure regulator and the injector. The pressure regulator maintains the
constant pressure at 0.8-1.2 bar, the excess fuel is returned to the tank. The injector
unique is found in the body of the butterfly and has a special nozzle or tube, with six
holes arranged radially, which sprays gasoline in a cone shape into the space
understood between the butterfly and the wall of the venturi. The injector has a circulation
gasoline constant through its internal mechanisms to achieve its best
cooling and the best performance during hot start. The fuel passes from
filter to the injector and from here to the pressure regulator.
The coil (4) receives electrical impulses from the ECU control unit through the
electrical connection (1). In this way, it creates a magnetic field that determines the position of
core (2) with which the pressure of the spring (5) is overcome. This spring presses on the valve
of the ball (7) that prevents gasoline from exiting its circuit.
When the spring pressure is reduced due to the growth of magnetism in the coil,
The same fuel pressure opens the ball valve and exits to the outside through the nozzle.
properly pulverized, the injection is made.
The injector opening is of the 'synchronized' type, that is, in phase with the ignition. In each
ignition impulse, the electronic control unit sends an electrical impulse to the coil,
with which the magnetic field thus created attracts the ball valve lifting it upwards
core. The fuel that comes from the annular chamber through a filter is injected from this.
way in the intake manifold through the six injection holes of the shutoff seat.
When the electrical impulse is cut off, a diaphragm spring returns the ball valve to its
seat and secure the closure of the holes.
The excess fuel is sent to the pressure regulator through the upper hole.
of the injector. The sweeping created in this way in the injector prevents the possible formation of
vapor

Bosch Mono-Motronic System

The fundamental difference with the previous system is that it integrates into the same unit of
the control (ECU) of gasoline injection management as well as ignition. This system
it can be equated to the Motronic multipoint injection system by the way it works and by
the common elements that they have. Within this system we can find two schemes:
those that use ignition with a distributor (figure at the end of the page) and those that use
static ignition or distributorless (like the one in the lower figure). The central unit of
Injection or throttle body works the same as that used in the Mono-Jetronic system.
like the fuel supply system and the air intake system.
In the lower figure, we can see how the central injection unit is a fundamental element or
also called butterfly body (1) on which the air filter housing (2) is applied.
The airflow is regulated in these units by a thermostatic box (3) that distributes
the intake of hot or cold air, depending on the season, in the way already known in many
engines of all brands.
The injection unit is attached to the intake manifold (4) through a flange (5) and its
fastening elements. It can also be seen that the intake air heater (6) is used.
known commonly as "hedgehog" typical of engines from the Seat brand and
Volkswagen.
Other important elements are: the ECU control unit (7) with its connector (8), also
the coolant temperature sensor (9) is in contact with the coolant (10)
in the cylinder head, and the Lambda oxygen sensor (11) along with its plug and four-pin connector
terminals (12) that also serves the heating of the same probe.
In (13) we have the depression take for the servofrre. In (16) we have the tube that goes
toward the solenoid valve for the activated carbon tank or canister.

In the lower figure, we have a diagram of a Mono-Motronic injection system.

like the part of components that make up the ignition system of a vehicle
SEAT brand.
The ECU control unit, through the cables that derive from its connector (2), controls by
both the injection system and the ignition system through its module
electronic or amplifier (4). This module also integrates the ignition coil. The module
It is connected to the ECU through connector (5). From here it receives the necessary commands.
(considering the engine's rotational regime and the load) coming from the ECU in a way
that the transformation of current at high voltage occurs according to the curves
stored in the ECU and with a perfectly suitable ignition advance result for
the variable needs of the engine, under similar or identical conditions to what happens in the
Motronic multipoint.
The other components of the ignition system are made up of the different parts of
distributor (7) with a Hall effect pulse generator (9), we also have the spark plug (10)
and the high voltage cables.