GDI Injector Testing
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- čas přidán 16. 07. 2012
- GDI Injector Testing
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The newer GDI injectors are a far cry from normal PFI style injectors. GDI injection systems use different ways to trigger their injectors, as well as varying pressures. In other words, on GDI engines the high pressure at the fuel rail changes according to demand. By definition, this means that the electrical conditions will be changing as well. On a PFI injection system the pressure stays steady at 35 to 60 PSI, depending on the system. Nominal PFI injectors draw about 900 milli Amps. On the other hand, GDI injectors use a peak-and-hold triggering scheme, much like the older big throttle body injectors, with the difference being the voltage and current values employed. GDI injector internal resistance ranges between 2.6 to 16.3 Ohms, depending on application.
Following, we'll explain exactly how GDI injectors are triggered and how to test them.
The analysis of the waveform will show you how to read the waveform in the oscilloscope or graphing multi meter. A typical GDI injector current waveform shows a few points of interest.
One, is the injector turn On point, signified here by the sudden rise in current. This turn on point can go as high as 12 Amps on a GDI injector. Again, it all depends on the fuel demands for that particular engine condition. The turn On current value will change according to demand. Also remember that the GDI injector open event is way faster than PFI, at about 0.4 to 5 milli seconds, compared to a typical 5 to 15 or higher milli second PFI injector .... Get the whole story right here in this video... Enjoy...
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im always tuned in to your channel, its great to have this information before the tech has even gone mainstream, i know its already in use, but most affordable cars on sale in europe are still using pmfi systems, most of the hp stuff is diesel, and the design of these gdi engines seems to mimic modern common rail diesels, which also inject fuel several times during one firing event, look forward to you next video, big thanks!
Yes, an for now triggering these guys is not as simple as before. The good thing is that 80 volt power supplies and switching equipment is readily available and not too expensive. I can't help bu wonder the outrageous prices that companies like Snap-On and OTC will charge for their dedicated tools in the near future. Stay tuned for the next video on GDI failures...Coming soon... Thanks for posting.
Thanks TrueBlueEG8, I appreciate that. So far the major different in Diesels is pressure. Since you mentioned new-technology, at our meeting last week we discussed future series like "Make You Own Equipment", "What Fails the Most", "What's Wrong With this Picture" and a detailed series on "Details on Electric Power Steering". You heard it right here in this post first. Thanks so much for your support.
I suggest you look again. Rarely do you get a PFI injector that pulses below 3 mS. That speed is just not needed on PFI. GDI on the other hand does 2 injection events or more right at the compression stroke. PFI even on sequential injection does the injection right before intake, and although accurate, not for the level of emissions that's required in late model ECO engines. With GDI car makers have full control of the mixture. Thanks for posting...
Very good
Hello adptraining the great channel ihave question:
the current pass through emitter to collector means the current of 80v pass to 12v means the 12v is low side and 80v is high side ?
But the nature of coils when it saturates and switch it off create spikes with higher voltage the source of 80v is booster inside of the ecu or the spikes of coils ?
No, these GDI injectors work totally different. See these two links with pics.
www.autodiagnosticsandpublishing.com/GDI_CRDI_Direct_Injector_Tester.html
www.autodiagnosticsandpublishing.com/DIY_Hobby_Sets.html
Great video. I was wondering: is it possible that a bad battery an be able to turn the starter but not be able to suply computer/injectors(at startup) with enough current make the engine stall at startup?
Parparita Mihai No it is not possible, but a bad battery may cause the engine not to start, though not due to injectors. Post back with more details. Here's something that explains the nature of "Startup MODE":sites.fastspring.com/autodiagnosticsandpublishing/instant/automotive_actuators_evap_testing
Great video
@ADP Training: In the vedio you have mentioned a graph with peak current for injector actuation as 12A and 80V. I have an Auto Baterry which can only provide 12V. Could you please elaborate on how the 80V is achieved? Thanks a lot for the vedio.
www.autodiagnosticsandpublishing.com/GDI_CRDI_Direct_Injector_Tester.html here are my GDI Injector Pulsers Testers developed by us. There's a lot behind how these injectors are triggered. You're welcome to give us a call if interested.
My these are power hungry little injectors!
on the waveform on 1:35 how do you know if the injector is mechanically opening,???
See my eBook.
I liked
Great video. I was wondering:
Parparita Mihai Thank you.
Hi, I own an injector cleaning machine Autool ct150 when I try to test injector from volkswagen TSI they dont work, normal injectors work, why is that?
These are GDI Direct Injectors. There are 2 types of GDI, Piezo and Magnetic. They're both high voltage. Take a look at my 2 GDI Injector Pulsers here.
www.autodiagnosticsandpublishing.com/GDI_CRDI_Direct_Injector_Tester.html
12x80=960 wats ?
Why 80? Too high...