1993 VOLKSWAGEN CORRADO Repair Manual

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 6)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
cause inaccurate readings. This is because of a DVOM's slow display
rate; roughly two to five times a second. As we covered earlier,
measurements in between display updates get averaged. So conditions
like skipped injector pulses or intermittent long/short injector
pulses tend to get "averaged out", which will cause you to miss
important details.
The last limitation is that varying engine speeds can result
in inaccurate readings. This is caused by the quickly shifting
injector on-time as the engine load varies, or the RPM moves from a
state of acceleration to stabilization, or similar situations. It too
is caused by the averaging of all measurements in between DVOM display
periods. You can avoid this by checking on-time when there are no RPM
or load changes.
A lab scope allows you to overcome each one of these
limitations.
Checking Injector On-Time With Dwell Or Duty
If no tool is available to directly measure injector
millisecond on-time measurement, some techs use a simple DVOM dwell or
duty cycle functions as a replacement.
While this is an approach of last resort, it does provide
benefits. We will discuss the strengths and weaknesses in a moment,
but first we will look at how a duty cycle meter and dwell meter work.
How A Duty Cycle Meter and Dwell Meter Work
All readings are obtained by comparing how long something has
been OFF to how long it has been ON in a fixed time period. A dwell
meter and duty cycle meter actually come up with the same answers
using different scales. You can convert freely between them. See
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE.
The DVOM display updates roughly one time a second, although
some DVOMs can be a little faster or slower. All measurements during
this update period are tallied inside the DVOM as ON time or OFF time,
and then the total ratio is displayed as either a percentage (duty
cycle) or degrees (dwell meter).
For example, let's say a DVOM had an update rate of exactly 1
second (1000 milliseconds). Let's also say that it has been
measuring/tallying an injector circuit that had been ON a total of 250
mS out of the 1000 mS. That is a ratio of one-quarter, which would be
displayed as 25% duty cycle or 15ø dwell (six-cylinder scale). Note
that most duty cycle meters can reverse the readings by selecting the
positive or negative slope to trigger on. If this reading were
reversed, a duty cycle meter would display 75%.
Strengths of Dwell/Duty Meter
The obvious strength of a dwell/duty meter is that you can
compare injector on-time against a known-good reading. This is the
only practical way to use a dwell/duty meter, but requires you to have
known-good values to compare against.
Another strength is that you can roughly convert injector mS
on-time into dwell reading with some computations.
A final strength is that because the meter averages

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 7)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
everything together it does not miss anything (though this is also a
severe weakness that we will look at later). If an injector has a
fault where it occasionally skips a pulse, the meter registers it and
the reading changes accordingly.
Let's go back to figuring out dwell/duty readings by using
injector on-time specification. This is not generally practical, but
we will cover it for completeness. You NEED to know three things:
* Injector mS on-time specification.
* Engine RPM when specification is valid.
* How many times the injectors fire per crankshaft revolution.
The first two are self-explanatory. The last one may require
some research into whether it is a bank-fire type that injects every
360ø of crankshaft rotation, a bank-fire that injects every 720ø, or
an SFI that injects every 720
ø. Many manufacturers do not release this
data so you may have to figure it out yourself with a frequency meter.
Here are the four complete steps to convert millisecond on-
time:
1) Determine the injector pulse width and RPM it was obtained
at. Let's say the specification is for one millisecond of on-time at a
hot idle of 600 RPM.
2) Determine injector firing method for the complete 4 stroke
cycle. Let's say this is a 360
ø bank-fired, meaning an injector fires
each and every crankshaft revolution.
3) Determine how many times the injector will fire at the
specified engine speed (600 RPM) in a fixed time period. We will use
100 milliseconds because it is easy to use.
Six hundred crankshaft Revolutions Per Minute (RPM) divided
by 60 seconds equals 10 revolutions per second.
Multiplying 10 times .100 yields one; the crankshaft turns
one time in 100 milliseconds. With exactly one crankshaft rotation in
100 milliseconds, we know that the injector fires exactly one time.
4) Determine the ratio of injector on-time vs. off-time in
the fixed time period, then figure duty cycle and/or dwell. The
injector fires one time for a total of one millisecond in any given
100 millisecond period.
One hundred minus one equals 99. We have a 99% duty cycle. If
we wanted to know the dwell (on 6 cylinder scale), multiple 99% times
.6; this equals 59.4
ø dwell.
Weaknesses of Dwell/Duty Meter
The weaknesses are significant. First, there is no one-to-one
correspondence to actual mS on-time. No manufacturer releases
dwell/duty data, and it is time-consuming to convert the mS on-time
readings. Besides, there can be a large degree of error because the
conversion forces you to assume that the injector(s) are always firing
at the same rate for the same period of time. This can be a dangerous
assumption.
Second, all level of detail is lost in the averaging process.
This is the primary weakness. You cannot see the details you need to
make a confident diagnosis.

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 8)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
Here is one example. Imagine a vehicle that has a faulty
injector driver that occasionally skips an injector pulse. Every
skipped pulse means that that cylinder does not fire, thus unburned O2
gets pushed into the exhaust and passes the O2 sensor. The O2 sensor
indicates lean, so the computer fattens up the mixture to compensate
for the supposed "lean" condition.
A connected dwell/duty meter would see the fattened pulse
width but would also see the skipped pulses. It would tally both and
likely come back with a reading that indicated the "pulse width" was
within specification because the rich mixture and missing pulses
offset each other.
This situation is not a far-fetched scenario. Some early GM
3800 engines were suffering from exactly this. The point is that a
lack of detail could cause misdiagnosis.
As you might have guessed, a lab scope would not miss this.
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE (1)ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄDwell Meter (2) Duty Cycle Meter
1
ø .................................................... 1%
15
ø .................................................. 25%
30
ø .................................................. 50%
45
ø .................................................. 75%
60
ø ................................................. 100%
(1) - These are just some examples for your understanding.
It is okay to fill in the gaps.
(2) - Dwell meter on the six-cylinder scale.
ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄ THE TWO TYPES OF INJECTOR DRIVERS
OVERVIEW
There are two types of transistor driver circuits used to
operate electric fuel injectors: voltage controlled and current
controlled. The voltage controlled type is sometimes called a
"saturated switch" driver, while the current controlled type is
sometimes known as a "peak and hold" driver.
The basic difference between the two is the total resistance
of the injector circuit. Roughly speaking, if a particular leg in an
injector circuit has total resistance of 12 or more ohms, a voltage
control driver is used. If less than 12 ohms, a current control driver
is used.
It is a question of what is going to do the job of limiting
the current flow in the injector circuit; the inherent "high"
resistance in the injector circuit, or the transistor driver. Without
some form of control, the current flow through the injector would
cause the solenoid coil to overheat and result in a damaged injector.
VOLTAGE CONTROLLED CIRCUIT ("SATURATED SWITCH")

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 9)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
The voltage controlled driver inside the computer operates
much like a simple switch because it does not need to worry about
limiting current flow. Recall, this driver typically requires injector
circuits with a total leg resistance of 12 or more ohms.
The driver is either ON, closing/completing the circuit
(eliminating the voltage-drop), or OFF, opening the circuit (causing a
total voltage drop).
Some manufacturers call it a "saturated switch" driver. This
is because when switched ON, the driver allows the magnetic field in
the injector to build to saturation. This is the same "saturation"
property that you are familiar with for an ignition coil.
There are two ways "high" resistance can be built into an
injector circuit to limit current flow. One method uses an external
solenoid resistor and a low resistance injector, while the other uses
a high resistance injector without the solenoid resistor. See the left
side of Fig. 1.
In terms of injection opening time, the external resistor
voltage controlled circuit is somewhat faster than the voltage
controlled high resistance injector circuit. The trend, however, seems
to be moving toward use of this latter type of circuit due to its
lower cost and reliability. The ECU can compensate for slower opening
times by increasing injector pulse width accordingly.
NOTE: Never apply battery voltage directly across a low resistance
injector. This will cause injector damage from solenoid coil
overheating.Fig. 1: Injector Driver Types - Current and Voltage

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 10)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
CURRENT CONTROLLED CIRCUIT ("PEAK & HOLD")
The current controlled driver inside the computer is more
complex than a voltage controlled driver because as the name implies,
it has to limit current flow in addition to its ON-OFF switching
function. Recall, this driver typically requires injector circuits
with a total leg resistance of less than 12 ohms.
Once the driver is turned ON, it will not limit current flow
until enough time has passed for the injector pintle to open. This
period is preset by the particular manufacturer/system based on the
amount of current flow needed to open their injector. This is
typically between two and six amps. Some manufacturers refer to this
as the "peak" time, referring to the fact that current flow is allowed
to "peak" (to open the injector).
Once the injector pintle is open, the amp flow is
considerably reduced for the rest of the pulse duration to protect the
injector from overheating. This is okay because very little amperage
is needed to hold the injector open, typically in the area of one amp
or less. Some manufacturers refer to this as the "hold" time, meaning
that just enough current is allowed through the circuit to "hold" the
already-open injector open.
There are a couple methods of reducing the current. The most
common trims back the available voltage for the circuit, similar to
turning down a light at home with a dimmer.
The other method involves repeatedly cycling the circuit ON-
OFF. It does this so fast that the magnetic field never collapses and
the pintle stays open, but the current is still significantly reduced.
See the right side of Fig. 1 for an illustration.
The advantage to the current controlled driver circuit is the
short time period from when the driver transistor goes ON to when the
injector actually opens. This is a function of the speed with which
current flow reaches its peak due to the low circuit resistance. Also,
the injector closes faster when the driver turns OFF because of the
lower holding current.
NOTE: Never apply battery voltage directly across a low resistance
injector. This will cause injector damage from solenoid coil
overheating.
THE TWO WAYS INJECTOR CIRCUITS ARE WIRED
Like other circuits, injector circuits can be wired in one of
two fundamental directions. The first method is to steadily power the
injectors and have the computer driver switch the ground side of the
circuit. Conversely, the injectors can be steadily grounded while the
driver switches the power side of the circuit.
There is no performance benefit to either method. Voltage
controlled and current controlled drivers have been successfully
implemented both ways.
However, 95% percent of the systems are wired so the driver
controls the ground side of the circuit. Only a handful of systems use
the drivers on the power side of the circuit. Some examples of the

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 11)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
latter are the 1970's Cadillac EFI system, early Jeep 4.0 EFI (Renix
system), and Chrysler 1984-87 TBI.
INTERPRETING INJECTOR WAVEFORMS
INTERPRETING A VOLTAGE CONTROLLED PATTERN
NOTE: Voltage controlled drivers are also known as "Saturated
Switch" drivers. They typically require injector circuits
with a total leg resistance of 12 ohms or more.
NOTE: This example is based on a constant power/switched ground
circuit.
* See Fig. 2 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the
injector. A good hot run voltage is usually 13.5 or more volts. This
point, commonly known as open circuit voltage, is critical because the
injector will not get sufficient current saturation if there is a
voltage shortfall. To obtain a good look at this precise point, you
will need to shift your Lab Scope to five volts per division.
You will find that some systems have slight voltage
fluctuations here. This can occur if the injector feed wire is also
used to power up other cycling components, like the ignition coil(s).
Slight voltage fluctuations are normal and are no reason for concern.
Major voltage fluctuations are a different story, however. Major
voltage shifts on the injector feed line will create injector
performance problems. Look for excessive resistance problems in the
feed circuit if you see big shifts and repair as necessary.
Note that circuits with external injector resistors will not
be any different because the resistor does not affect open circuit
voltage.
Point "B" is where the driver completes the circuit to
ground. This point of the waveform should be a clean square point
straight down with no rounded edges. It is during this period that
current saturation of the injector windings is taking place and the
driver is heavily stressed. Weak drivers will distort this vertical
line.
Point "C" represents the voltage drop across the injector
windings. Point "C" should come very close to the ground reference
point, but not quite touch. This is because the driver has a small
amount of inherent resistance. Any significant offset from ground is
an indication of a resistance problem on the ground circuit that needs
repaired. You might miss this fault if you do not use the negative
battery post for your Lab Scope hook-up, so it is HIGHLY recommended
that you use the battery as your hook-up.
The points between "B" and "D" represent the time in
milliseconds that the injector is being energized or held open. This
line at Point "C" should remain flat. Any distortion or upward bend
indicates a ground problem, short problem, or a weak driver. Alert
readers will catch that this is exactly opposite of the current

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 12)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PM
controlled type drivers (explained in the next section), because they
bend upwards at this point.
How come the difference? Because of the total circuit
resistance. Voltage controlled driver circuits have a high resistance
of 12+ ohms that slows the building of the magnetic field in the
injector. Hence, no counter voltage is built up and the line remains
flat.
On the other hand, the current controlled driver circuit has
low resistance which allows for a rapid magnetic field build-up. This
causes a slight inductive rise (created by the effects of counter
voltage) and hence, the upward bend. You should not see that here with
voltage controlled circuits.
Point "D" represents the electrical condition of the injector
windings. The height of this voltage spike (inductive kick) is
proportional to the number of windings and the current flow through
them. The more current flow and greater number of windings, the more
potential for a greater inductive kick. The opposite is also true. The
less current flow or fewer windings means less inductive kick.
Typically you should see a minimum 35 volts at the top of Point "D".
If you do see approximately 35 volts, it is because a zener
diode is used with the driver to clamp the voltage. Make sure the
beginning top of the spike is squared off, indicating the zener dumped
the remainder of the spike. If it is not squared, that indicates the
spike is not strong enough to make the zener fully dump, meaning the
injector has a weak winding.
If a zener diode is not used in the computer, the spike from
a good injector will be 60 or more volts.
Point "E" brings us to a very interesting section. As you
can see, the voltage dissipates back to supply value after the peak of
the inductive kick. Notice the slight hump? This is actually the
mechanical injector pintle closing. Recall that moving an iron core
through a magnetic field will create a voltage surge. The pintle is
the iron core here.
This pintle hump at Point "E" should occur near the end of
the downward slope, and not afterwards. If it does occur after the
slope has ended and the voltage has stabilized, it is because the
pintle is slightly sticking because of a faulty injector
If you see more than one hump it is because of a distorted
pintle or seat. This faulty condition is known as "pintle float".
It is important to realize that it takes a good digital
storage oscilloscope or analog lab scope to see this pintle hump
clearly. Unfortunately, it cannot always be seen.

WAVEFORMS - INJECTOR PATTERN TUTORIAL
Article Text (p. 13)
1993 Volkswagen Corrado
For Volkswagen Technical Site: http://vw.belcom.ru
Copyright © 1998 Mitchell Repair Information Company, LLC
Wednesday, March 22, 2000 09:26PMFig. 2: Identifying Voltage Controlled Type Injector Pattern
INTERPRETING A CURRENT CONTROLLED PATTERN
NOTE: Current controlled drivers are also known as "Peak and Hold"
drivers. They typically require injector circuits
with a total leg resistance with less than 12 ohm.
NOTE: This example is based on a constant power/switched ground
circuit.
* See Fig. 3 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the