EFI System Page 1 of 6

BASIC EFI SYSTEM DESCRIPTION AND

INTERACTION

This basic description is part of a set of pages which deal with

basic fuel injection concepts. Some variation occurs from
manufacturer to manufacturer.

Note: There are two fuel pumps on most marine EFI gas
engines. A low pressure primary fuel pump draws fuel from the
fuel tank and a high pressure fuel injector pump pressurizes the
fuel lines to the injectors. Both have to be working properly

These should be tested to verify operation, as a starting point.

Many "No start" situations are traced to this issue.

They can be unplugged from the engine and activated with a set
of jumpers hooked to 12 volts. Fuels pump are polarity sensitive.
Obvious amperage draw but the pump doesn't run means either
it's just stuck or it's time for a new one. There are several other
places on this web site that I cover fuel pumps so I won't cover
that here. See this and there are other pages also.

ECM

The ECM is the control center for the fuel injection system. It
constantly monitors information from various sensors (engine
temperature, throttle opening, engine speed, air temperature and
pressure) and controls the systems that affect engine
performance (engine timing and injector pulse width).

There are three types of memory storage within the ECM: ROM,
RAM, and EEPROM.

Read Only Memory (ROM) is the permanent memory inside the

ECM. The ROM contains the overall control programs and once
programmed cannot be changed. The control program is the list
of instructions the ECM will follow in performing its routines. The
ROM memory is non-erasable and does not need power to be
retained.

Random Access Memory (RAM) is the microprocessor "scratch

pad". The processor can write into, or read from, this memory as
needed. The ECM uses RAM to store temporary values and data
like coolant temperature or manifold pressure signals. This
memory is erasable and needs a constant supply of voltage to be

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retained.

Electronic Erasable Programmable Read Only Memory

(EEPROM) is the portion of the ECM that contains the different
engine calibration information that is specific to each marine
application. Information like fuel curve, spark advance and
default values are stores in EEPROM. This type of memory will
retain information until erased for insertion of new information.
Changing EEPROM memory requires special equipment and is
usually not preformed at the dealership without factory
assistance.

The ECM supplies 5 or 12 volts to power various sensors or

switches. This is done through resistance in the ECM which is so
high in value that a test light will not light when connected to the
circuit. Care should be taken to use a 10 meg-ohm input
impedance digital meter for accurate readings.

The ECM can also perform a diagnostic function check of the

system. It can recognize operational problems and store a code
or codes which identify the problem areas to aid the technician in
making repairs.

The following sensors interact with the ECM

See Diagram

MANIFOLD AIR TEMPERATURE SENSOR (MAT) #8

The Manifold Air Temperature Sensor (MAT) is a two wire sensor

mounted on the under side of the intake air plenum. It measures
the temperature of the incoming air. Low temperature produces
high resistance, while high temperature causes a low resistance.
A failure with the map sensor system will store in the ECM a
failure code of 23.

MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP) #7

The Manifold Absolute pressure Sensor (MAP) is a three wire

sensor and is mounted at the rear of the intake plenum. It is a
pressure transducer that measures the changes in intake
manifold pressure caused by engine load and speed. The MAP
sensor also is used to measure barometric pressure under
certain conditions, which allows the ECM to automatically adjust
for different altitudes. Signal voltage will vary from 1-1.5 volts at
idle to 4-4.8 volts at wide open throttle (WOT)). A map sensor
failure will log in a #33 failure code.

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COOLANT TEMPERATURE SENSOR (CTS) #12

The Coolant Temperature Sensor (CTS) is located on the port

side of the thermostat housing. It sends a signal to the ECM
letting it know if the engine is warm or cold. The voltage is high
when the engine is cold and low when the engine is warm. The
CTS is a three wire sensor using a 5 volt signal from the ECM. A
typical reading is 1 60 deg. and if the sensor fails a 14 failure
code is stored inside the ECM.

KNOCK SENSOR #9

The Knock Sensor is mounted in the lower right side (starboard)

of the engine block. When abnormal engine vibrations occur
because of spark knock, the sensor produces a signal that is
sent to the Electronic Spark Control Module (ESC).

ELECTRONIC SPARK CONTROL MODULE (ESC) #5

The Electronic Spark Control Module (ESC) is located under the

cover of the electrical component mounting bracket which is on
the top of the engine, along side of the intake plenum;

The module receives signals from the Spark Knock Sensor if

engine knock is present and it grounds a 8-10 volt signal from
the ECM to retard timing. It is important to use the correct
Electronic Spark Control Module (ESC) for the engine application
because they are "tuned" to each engine. An incorrect ESC
module will not recognize spark knock occurring and engine
damage could result.

POSITION THROTTLE SENSOR (TPS) #11

The Position Throttle Sensor (TPS) is mounted on the underside

of the throttle body assembly. As the throttle is opened the TPS
sends out a changing voltage signal to the ECM so that it can
adjust the fuel delivery. The TPS also signals the ECM when the
throttle is opened rapidly so it can add extra fuel for acceleration.
The TPS is a 3 wire sensor using a 5 volt signal from the ECM.
Signal voltage will vary from .7 volts at idle to 5 volts at wide
open throttle (WOT). If the TPS fails the ECM will hold a 21
failure code.

IDLE AIR CONTROL VALVE (IAC) #10

The Idle Air Control Valve (IAC) is mounted into the back side of
the throttle body assembly and controlled by the ECM. This valve
controls engine idle speed by controlling the amount of air that
bypasses the throttle valves through the idle air passage in the

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throttle body. It also prevents stalls due to a change in engine

RPM. The valve moves in and out of the idle air passage to
decrease or increase air flow as required.

DISTRIBUTOR REFERENCE SIGNAL (DIST. REF) #13

A Distributor Reference Signal (Dist. Ref) is sent to the ECM

from the Electronic Ignition Module in the EST distributor
housing. This reference signal is the timing signal for pulsing the
fuel injectors as well as the RPM counter for the ECM.

DISCRETE SWITCH INPUTS #19

Two discrete switch inputs are used to identify abnormal

conditions that may effect engine operation. a low oil pressure
switch and low drive unit fluid level switch are wired to the ECM.
They signal the module of low oil pressure or low drive unit
fluid.The ECM will put the engine into the "Power Reduction
Mode" to protect it from possible damage. Both discrete switches
are in a normal open mode when the engine is running.

OTHER COMPONENTS ASSOCIATED WITH THE ECM #6

The provision for communicating with the ECM is the Assembly

Line Diagnostic Link (ALDL) Connector. It is part of the EFI
engine wiring harness and is a 1 0-pin connector which is
electrically connected to the ECM. The coded stored in the ECM
can be read through the ALDL connector.

There are three fuses #16, #1 7, #18 located under the cover on
the Electrical Component Mounting Bracket. One 1-15 Amp. fuse
is for the fuel pump and relay. A 10 amp fuse for the
ECM/injectors and a 10 amp fuse for the ECM/ Battery. There
are spare fuses located inside the electrical component mounting
brackets.

The Lanyard Stop Circuit #20 is a safety feature incorporated in

boats to stop the engine in the event that the operator is
removed from a safe control position during normal operation.
The Lanyard Stop Switch is a normally open switch that when
closed will cause the ECM to cease engine operation.

The harness Connector for Dual Engine Data Link Cable #21
connects both ECM together on dual engine rigs. If one engine
goes into a power reduction mode, the second one will go into a
power reduction mode. There are six different modes of engine
operation.

STARTING MODE

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With the ignition switch in the start position the ECM will turn on
the fuel pump relay. The electronic fuel pump (located in the
vapor separator tank) runs and pressurizes the fuel in the fuel rail
(34-38 PSI). The ECM then checks the coolant Temperature
Sensor (CTS) and Throttle Position Sensor (TPS) to determine
the proper air/fuel ratio for starting. The ECM controls the fuel
delivered to the engine by changing the pulse width of the
injectors.

RUNNING MODE

When the engine is running the ESC checks the inputs from the
following sensors to calculate the required air/fuel ratio:

1. Distributor Reference Signal for engine RPM 2. Manifold

Absolute Pressure Sensor (MAP) 3. Manifold Air Temperature
Sensor (MAT)
4. Coolant Temperature Sensor (CTS)

Higher RPM or higher Manifold Absolute Pressure (equals lower

vacuum in the manifold) or Lower Manifold Air Temperature or
Lower Coolant Temperature signals the ECM to provide a richer
fuel/air ratio for the engine.

Lower RPM or lower Manifold Absolute Pressure (equals higher

vacuum in the manifold) of higher Manifold Air Temperature or
higher Coolant Temperature signals from these sensor would
cause the ECM to provide a leaner fuel/air ratio to the engine.

ACCELERATION MODE

Rapid changes in Throttle Position Sensor (TPS) and Manifold

Absolute Pressure Sensor (MAP) signals to the ECM will cause
the ECM to provide extra fuel to the engine. The ECM achieves
this by holding the fuel injectors OPEN for a longer period of
time.

CLEAR FLOOD MODE

If a engine floods it can be cleared by opening the throttle half

way. Open the throttle handle until resistance from the secondary
throttle is felt. The ECM will then open or "pulse" the fuel
injectors at an air/fuel ratio of 20:1. The ECM will hold the air/fuel
ratio at 20:1 as long as the throttle stays half open and the
engine RPM is below 300. If the throttle is more than 75% or less
than 50%, the ECM returns the air/fuel ratio to the richer
"starting" ratio.

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FUEL CUTOFF MODE

The ECM cuts off fuel delivery to the engine; when the key is off
(to prevent dieseling), when no distributor reference pulses are
sent (means the engine is not running) and at high engine RPM
(overspend protection- the ECM will pulse the fuel injectors until
RPM falls to a safe level)

POWER REDUCTION MODE

The two discrete switches and Coolant Temperature Sensor are

used by the EFI system to identify abnormal conditions that
affect engine operations. If engine oil pressure drops too low, or
if drive unit fluid leaks out and the fluid reservoir level drops too
low, or if the engine coolant temperature raises too high, these
switches will send a signal to the ECM. When the ECM receives
this signal it causes the engine to go into the "power reduction
mode". The "power reduction mode" allows normal fuel injection
and full power up to 2,800 RPM. Above 2,800 RPM fuel delivery
is limited to four injectors (four injectors are disabled) until engine
RPM falls below 1,200. The engine then will resume normal
operation with all eight injectors. This will allow the operator good
maneuverability at low speed.

Go to diagram?

Go to part 2?
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