The function of the fuel metering system is to deliver the correct amount of fuel to the engine under all operating conditions. The fuel is delivered to the engine by the individual fuel injectors mounted into the intake manifold near each cylinder.

The main fuel control sensors are the manifold absolute pressure (MAP) sensor, the oxygen sensor (O2S), and the heated oxygen sensor (HO2S).

The MAP sensor measures or senses the intake manifold vacuum. Under high fuel demands, the MAP sensor reads a low vacuum condition, such as wide open throttle. The engine control module (ECM) uses this information to enrich the mixture, thus increasing the fuel injector on-time, to provide the correct amount of fuel. When decelerating, the vacuum increases. This vacuum change is sensed by the MAP sensor and read by the ECM, which then decreases the fuel injector on-time due to the low fuel demand conditions.

The O2S is located in the exhaust manifold. The HO2S is located in the exhaust pipe. The oxygen sensors indicate to the ECM the amount of oxygen in the exhaust gas, and the ECM changes the air/fuel ratio to the engine by controlling the fuel injectors. The best air/fuel ratio to minimize exhaust emissions is 14.7:1, which allows the catalytic converter to operate most efficiently. Because of the constant measuring and adjusting of the air/fuel ratio, the fuel injection system is called a closed loop system.

The ECM uses voltage inputs from several sensors to determine how much fuel to provide to the engine. The fuel is delivered under one of several conditions, called modes.

Starting Mode

When the ignition is turned ON, the ECM turns the fuel pump relay on for 2 seconds. The fuel pump then builds fuel pressure. The ECM also checks the engine coolant temperature (ECT) sensor and the throttle position (TP) sensor and determines the proper air/fuel ratio for starting the engine. The ECM controls the amount of fuel delivered in the starting mode by changing how long the fuel injector is turned ON and OFF. This is done by pulsing the fuel injectors for very short times.

Run Mode

The run mode has two conditions called open loop and closed loop.

Open Loop

When the engine is first started and it is above 400 RPM, the system goes into open loop operation. In open loop, the ECM ignores the signal from the O2S and calculates the air/fuel ratio based on inputs from the ECT sensor and the MAP sensor. The ECM stays in open loop until the following conditions are met:

Closed Loop

The specific values for the above conditions vary with different engines and are stored in the electronically erasable programmable read-only memory (EEPROM). When these conditions are met, the system goes into closed loop operation. In closed loop, the ECM calculates the air/fuel ratio, the fuel injector on-time, based on the signals from the oxygen sensors. This allows the air/fuel ratio to stay very close to 14.7:1.

Acceleration Mode

The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.

Deceleration Mode

The ECM responds to changes in throttle position and airflow and reduces the amount of fuel. When deceleration is very fast, the ECM can cut off fuel completely for short periods of time.

Battery Voltage Correction Mode

When battery voltage is low, the ECM can compensate for a weak spark delivered by the ignition module by using the following methods:

Fuel Cut-Off Mode

No fuel is delivered by the fuel injectors when the ignition is OFF. This prevents dieseling or engine run-on. Also, the fuel is not delivered if there are no reference pulses received from the CKP sensor. This prevents flooding.

The multi-port fuel injection (MFI) assembly is a solenoid-operated device controlled by the ECM that meters pressurized fuel to a single engine cylinder. The ECM energizes the fuel injector or solenoid to a normally closed ball or pintle valve. This allows fuel to flow into the top of the injector, past the ball or pintle valve, and through a recessed flow director plate at the injector outlet.

The director plate has 6 machined holes that control the fuel flow, generating a conical spray pattern of finely atomized fuel at the injector tip. Fuel from the tip is directed at the intake valve, causing it to become further atomized and vaporized before entering the combustion chamber. A fuel injector which is stuck partially open would cause a loss of fuel pressure after the engine is shut down. Also, an extended crank time would be noticed on some engines. Dieseling could also occur because some fuel could be delivered to the engine after the ignition is turned OFF.

The variable reluctance sensor is commonly referred to as an inductive sensor. The VR wheel speed sensor consists of a sensing unit fixed to the left side front macpherson strut, for non-ABS vehicle.

The ECM uses the rough road information to enable or disable the misfire diagnostic. The misfire diagnostic can be greatly affected by crankshaft speed variations caused by driving on rough road surfaces. The VR sensor generates rough road information by producing a signal which is proportional to the movement of a small metal bar inside the sensor.

If a fault occurs which causes the ECM to not receive rough road information between 30-70 km/h (1.8-43.5 mph), DTC P1391 will set.

The fuel cut-off switch is a safety device. In the event of a collision or a sudden impact, it automatically cuts off the fuel supply and activities the door lock relay. After the switch has been activated, it must be reset in order to restart the engine. Reset the fuel cutoff switch by pressing the rubber top of the switch. The switch is located near the right side of the passenger's seat.

The octane number connector is a jumper harness that signals to the (ECM the octane rating of the fuel.

The connector is located next to the ECM. There are 2 different octane number connector settings available. The vehicle is shipped from the factory with a label attached to the jumper harness to indicate the octane rating setting of the ECM. The ECM will alter fuel delivery and spark timing based on the octane number setting. The following table shows which terminal to jump on the octane number connector in order to achieve the correct fuel octane rating. Terminal 2 is ground on the octane number connector. Find the appropriate wiring diagram. Refer to Engine Controls Schematics .