Gasoline direct injection - injector current

The purpose of this test is to check the Gasoline Direct Injection (GDI) injector control current from an Engine Control Module (ECM).

Connection guidance

Connection guidance

Connection for diagnostic work will vary dependent on application.

Technicians should whenever possible gain access to the test circuit without damage to seals and insulation. If this is not possible then make sure appropriate repairs are completed.

General connection advice

PicoScope offers a range of options within the test kits.

Dependent on difficulty of access, choose from:

  1. Breakout leads.
  2. Back-pinning probes.

Testing sensors and actuators (to include relevant circuit/connectors):

  • When testing a sensor, it is desirable to gain access at the control module.
  • When testing an actuator, it is desirable to gain access at the actuator.

How to perform the test

  1. Use the vehicle wiring diagram to identify the injector supply circuit.
  2. Connect a breakout lead between the injector and loom connectors.
  3. Connect the low amp current clamp into Channel A on your PicoScope. Switch on the current clamp and select the 20 A scale. Zero the current clamp before connecting to the vehicle.
  4. Attach the current clamp onto the breakout lead, injector supply circuit.
  5. Observe the current direction arrow on the clamp, incorrect connection will invert your waveform.
  6. Minimise the help page and with the example waveform on your screen PicoScope has already selected suitable scales for you to capture a waveform.
  7. Run the engine.
  8. Select go or press the space bar to see live data.
  9. Turn off the engine.
  10. Use the Waveform Buffer and Zoom tools to examine your waveform.

Waveform notes

This known good waveform has the following characteristics:

  • The current builds to 6.25 A to open the injector valve.
  • Once the injector valve is open, the ECM reduces the current to 2.75 A, which maintains valve opening for the remainder of the injection duration.

Waveform Library

Go to the drop-down menu bar at the lower left corner of the Waveform Library window and select, Injector current.

Example GDI injector

Further guidance

A GDI injector delivers fuel directly to the air charge within a cylinder.

The GDI injector fast reaction times enable an engine management system to operate across different cylinder charge modes, for example:

  • a homogenous air charge, having the same, stoichiometric, air-fuel mixture throughout the combustion volume; or
  • a heterogeneous air charge, having a stratified air-fuel mixture with a small, fuel rich, volume within an overall, lean, combustion volume.

GDI injectors can deliver fuel with complex spray patterns and provide multiple injections per compression stroke. Furthermore, fuel can be kept from the cylinder volume until very close to the point of ignition reducing the risk of pre-ignition or knock and allowing the use of higher compression ratios, all of which leads to better thermal and fuel efficiencies.

As fuel injection coincides with the compression stroke, GDI injection pressures must be sufficient to overcome the in-cylinder pressures that occur across all engine load conditions. Therefore, GDI systems require a high pressure, up to 200 bar, fuel delivery system consisting of a common fuel rail supplied by a high-pressure fuel pump.

The ECM improves GDI injector response times by increasing the circuit voltage during the opening phase providing additional energy to move the valve rapidly. However, once the valve is fully open, only a relatively small voltage is necessary to hold it place, which the ECM maintains with a lower, pulsed, square wave voltage.

GDI injector failures may cause loss of engine performance, misfire or excessive smoking symptoms. Possible failure modes may be:  

  • mechanical inlet or outlet blockages, sticky/stuck injector valves or defective spray patterns;
  • or electrical open, short circuits or high resistances in the wiring, solenoids or ECM.

When operating out of their normal tolerances, for example, constant short runs or cold-start operation, GDI systems can cause the build-up of soot within the engine systems, which can cause a variety of secondary issues (e.g. blocked inlets, EGR valves, turbo vanes etc.). As such, regular maintenance is essential for continued operation within tolerances.

Diagnostic trouble codes

Selection of component related Diagnostic Trouble Codes (DTCs):

P0200 – Injector Circuit Malfunction

P0201 – Injector Circuit Malfunction – Cylinder 1

P0202 – Injector Circuit Malfunction – Cylinder 2

P0203 – Injector Circuit Malfunction – Cylinder 3

P0204 – Injector Circuit Malfunction – Cylinder 4

P0205 – Injector Circuit Malfunction – Cylinder 5

P0206 – Injector Circuit Malfunction – Cylinder 6

P0207 – Injector Circuit Malfunction – Cylinder 7

P0208 – Injector Circuit Malfunction – Cylinder 8

P0209 – Injector Circuit Malfunction – Cylinder 9

P0210 – Injector Circuit Malfunction – Cylinder 10

P0211 – Injector Circuit Malfunction – Cylinder 11

P0212 – Injector Circuit Malfunction – Cylinder 12

P0213 – Cold Start Injector 1 Malfunction

P0214 – Cold Start Injector 2 Malfunction

P0216 – Injection Timing Control Circuit Malfunction

P020A – Cylinder 1 Injection Timing

P020B – Cylinder 2 Injection Timing

P020C – Cylinder 3 Injection Timing

P020D – Cylinder 4 Injection Timing

P020E – Cylinder 5 Injection Timing

P020F – Cylinder 6 Injection Timing

P021A – Cylinder 7 Injection Timing

P021B – Cylinder 8 Injection Timing

P021C – Cylinder 9 Injection Timing

P021D – Cylinder 10 Injection Timing

P021E – Cylinder 11 Injection Timing

P021F – Cylinder 12 Injection Timing

P0261 – Cylinder 1 Injector Circuit Low

P0262 – Cylinder 1 Injector Circuit High

P0263 – Cylinder 1 Contribution/Balance Fault

P0264 – Cylinder 2 Injector Circuit Low

P0265 – Cylinder 2 Injector Circuit High

P0266 – Cylinder 2 Contribution/Balance Fault

P0267 – Cylinder 3 Injector Circuit Low

P0268 – Cylinder 3 Injector Circuit High

P0269 – Cylinder 3 Contribution/Balance Fault

P0270 – Cylinder 4 Injector Circuit Low

P0271 – Cylinder 4 Injector Circuit High

P0272 – Cylinder 4 Contribution/Balance Fault

P0273 – Cylinder 5 Injector Circuit Low

P0274 – Cylinder 5 Injector Circuit High

P0275 – Cylinder 5 Contribution/Balance Fault

P0276 – Cylinder 6 Injector Circuit Low

P0277 – Cylinder 6 Injector Circuit High

P0278 – Cylinder 6 Contribution/Balance Fault

P0279 – Cylinder 7 Injector Circuit Low

P0280 – Cylinder 7 Injector Circuit High

P0281 – Cylinder 7 Contribution/Balance Fault

P0282 – Cylinder 8 Injector Circuit Low

P0283 – Cylinder 8 Injector Circuit High

P0284 – Cylinder 8 Contribution/Balance Fault

P0285 – Cylinder 9 Injector Circuit Low

P0286 – Cylinder 9 Injector Circuit High

P0287 – Cylinder 9 Contribution/Balance Fault

P0288 – Cylinder 10 Injector Circuit Low

P0289 – Cylinder 10 Injector Circuit High

P0290 – Cylinder 10 Contribution/Balance Fault

P0291 – Cylinder 11 Injector Circuit Low

P0292 – Cylinder 11 Injector Circuit High

P0293 – Cylinder 11 Contribution/Balance Fault

P0294 – Cylinder 12 Injector Circuit Low

P0295 – Cylinder 12 Injector Circuit High

P0296 – Cylinder 12 Contribution/Balance Fault

GT868-1

Disclaimer
This help topic is subject to changes without notification. The information within is carefully checked and considered to be correct. This information is an example of our investigations and findings and is not a definitive procedure. Pico Technology accepts no responsibility for inaccuracies. Each vehicle may be different and require unique test settings.

Suitable accessories

  • 2 Pin AMP connector breakout lead

    £30.00

  • Premium 6-way breakout lead set

    £269.00

  • 20 A / 60 A DC (low amps) current clamp

    £111.00

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Guided test: Gasoline direct injection - injector current