Autonerdz forums

This engine has an air injector as well to help atomize the fuel. It is part of fuel injector assembly and as far as I can tell is designed to inject high pressure air shortly after the fuel injector fires. What is troubling in this picture is the difference in the time offset between these injection events at idle. I would think that you would want the fuel injector pintle to be closed before opening the air injector??

James H wrote on Nov 4^th, 2017 at 10:45am:


The only control problem to me is why is the ECM commanding injector on time so dramatically?

James H wrote on Nov 5^th, 2017 at 1:01pm:


You are welcome James.

Could you do something for me please?

I am interested in the wiring of the injector for the fuel side first, There should be 2 wires, the one you were connected too and the other in that connector, could you please take a capture of the both wires with 2 channels both set at 100 V one channel on each wire and the both ground leads for the scope piggy backed to ground.

That air injected portion would be nice to see also if you would connect your other 2 channels to the air inject connector the same way.

I hope this made sense if not give me a call.

James H wrote on Nov 7^th, 2017 at 5:01pm:


Not quite what I was expecting to see because if this is 1 injector both wires how come they are not following each other.

This is one injector from a motor vehicle both wires

Maybe you captured both the air injector and fuel injector

James, just got in here.

GDI, you might want to take class somehwere from the cars. That said I don't own any but do have diesels and the signature you are seeing here look very much like diesel injectors. 

That stated again maybe out of turn and out of place but in many cases a diesel injector has to power up to open, then will remain in that postition untill the same style of power is applied to close it.  This is not in all cases but one of the problems with a 6.0 Ford if the ECM is degraded and cannot apply enough wattage to the injector, could be as high as 1,000 watts, then the injector will not close. What happens here is the injector opens, but does not close. This last para may not be relevent to this bike, just stating it for you edification, but moder GDI IMO, are kissing cousins to diesels, just running gas.

The failute of amperage to and injector may not even be appearnat to the operator and down the road he has a hole in the piston as this injector roasted the jug.

Most auto GDI run fairly high pressure, hundreds of PSI, so when you state GDI, I have no idea what we are speaking of here on this bike.

Possible the GDI is nothing more than a regular injector merely located right in the jug like diesel, again speaking out of turn here and probably Mick would not know either and has a much larger brain than I in this case. I doubt it is high pressure as this takes a HP pump usually run off the cam on a car, so what does GDI, actually mean in this case?

None the less is interesting but I as I see these signature look much like a diesel, and are IMHO, clean.  As for thier time that would IMO be dictated by other perameters and I  would have no idea what KTM uses for that, and you might have a hard time pulling that out of them, and could be also met with a lot of ignorance, but you are on the right track.  (GO PICO)

Like I said, you my friend are on the cutting edge in the bike world but have made some good friends to help you with it on both sides of the borders.

StitchB

StitchB wrote on Nov 8^th, 2017 at 5:45am:


Did someone say 6.0 diesel! 

Just so happen to have some captures of that system I could post... I can do it in the diesel section for those guys and just put a link here if anyone would care to see what they look like. 

Spence   

I do feel James's is a two wire and does NOT have a closing circuit. From what I gather his bike has two systems working together to achieve a A/F ratio and proper mixing to give it good performance as well as clean burning. Mixing the air and fuel in a turbulence... What a concept eh...