PGM Fi PDF

Construction & Programmed Fuel lnjection
Function Manual (PGM-FI)
A PGM-FI (Programmed Fuel Injection) system is used to provide precise

.exhaust emission control, improved fuel economy and instantaneous response,
whatever the conditions.
In 1982 Honda introduced the CX500TC with Electronic Fuel injection.

Honda cars with the PGM-I-I system, based on that of the CX500 I C, were
produced soon after that with the introduction of the 1984 C M C .
Later followed the CX650 I C, the GL1200L I U, the NK/5OK and the KC45
HVF /SOH). I he VFK800I-1, CBH9OOKH, V I K1000SP-1, CBHI 100XX was the
brd aeneration
" of PGM-FI and the CBRGOORR & CBRIOOORR are 4thand latest
generation of the PGM-I-I System caned, "Dual Sequential Programed I-uel
Injection" (DSPGM-FI).
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

1
changes from earlier systems to the 3rageneration systems
Simplified intake manifold construction and the inclusion of Direct Air Intake
Systems (DAIS equipped on VTRIOOOSP-1 & CBRI 100XX FI).
Revised fuel injector design operating with an increased fuel pressure for
better fuel atomization.
Combination of BAR0 & MAP pressure sensors into one.
Only one Pb or MAP (Man~foldAbsolute Pressure) sensor, previous V4
models had two (2) ...one for both front and rear cylinders.
No IMA (idle mixture) adjusters (deleted to meet emission regulations).
Use of Catalyser and 0 2 sensors (certain models).
The ECU (Electronic Control Unit) is faster and more sophisticated (16bit).
Intermittent faults are now stored in the memory.
Combined IGNITION and INJECTION (ECU) control functions.
Weight & cost reduction, the CX6501 C had a combined t C U in 1983, but no
zndgeneration models after that.
Stops the engine when one of both engine speed pulsers is defective.
I rouble code can be visualized by operating the side-stand switch.
Separate " I hrottlen and "Pbn maps for each cyhder.
The CBRI 100XX & VFR800FI are equipped with an Automatic Fast ldle
System
The CBRI 100XX is fitted with a Knock Sensor (utilised by the ignition).
Changes from the 3" generation systems to the DSPGM-FI 4"

generation systems include:
Return-less fuel feed system, some times referred to as an "Absolute pressure

system'' this system has no return line from the fuel rail to the fuel tank.
A second set of injectors mounted in the air-box that operate at higher RPM.
Automatic Fast ldle system
I he t C U (tlectronic Control Unit) 32bit processor is faster and more

sophisticated than the previous 16bit.
Interface capability for the new Honda "Oiagnostic System" (HUS)

2
The Three sub-svstems of the PGM-FI

1. kuel supply system
Delivers fuel from the fuel tank controls fuel pressure and injects fuel into the
mtake mamfolcl
2. Air lntake System

Controls air volume flowing into the engine.
3.PGM-FI Control System

Controls operation of fuel pump, fuel injector and warninglself diagnosis if any
malfunctions occur in the system.
Features
lnde~endentthrottle valves for auick throttle resDonse
Multi-point fuel injectors for precise metering, uniform NF mixture
Hanae of sensors:
-
Cam pulser (Cyl.-p) - Determines the injection timing for each cylinder.
Crank pulser (PC 1 - Monitors the piston position to determine the injection
timing and the engine speed.
Manifold absolute pressure sensor (Pb) - Monitors intake manifold internal
pressure.
Throttle sensor (Th) - Monitors throttle positions & rate of acceleration.
Coolant temperature sensor (1w) - Monitors engine coolant temperature.
lntake air temperature sensor (1 a) - Monitors air intake temperature.
Atmospheric pressure sensor (Pa) - Monitors fluctuations in air pressure.
Knock Sensor (CBRI 100XX only) - Monitors engine knock.
0 2 sensor - Monitors oxygen levels in the exhaust gas.
ECU that can produce ultra-high-speed calculations.
lntake duct control controls intake air volume at optimum level

(fitted to V4 motors, CBHSOOHH, V I H I 000SP-1 and CBHI 000HH).
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection 2

Fuel Supply System

There are two systems employed by Honda:
System 1:
Fuel is pumped from the fuel tank, filtered, and delivered to the fuel injectors.
Each injector nozzle opens to inject fuel when a signal is received from the ECU
and excess fuel IS returned to the fuel tank via a return h e .
A pressure regulator maintains fuel pressure at a constant 255Kpa 1300Kpa I

350Kpa (depending on the model) higher than the intake manifold pressure, by
releasing any excessive fuel back to the fuel tank.
I his ensures a constant flow of fuel from the injectors, regardless of fluctuations
manlfold pressures.
Return I ype System
Fuel return line

4
Construction & Programmed Fuel Injection
Connection to manifold
System 2:
This system is a Return-less or some times referred to as an "Absolute Pressure

System" and is effectively the same as the System 1 described above but with
one main difference, there is no fuel return h e to the fuel tank, the pressure
regulator is mounted inside the fuel tank and maintains fuel pressure at a
constant 350Kpa regardless of intake manifold pressure.
I his svstem is made ~ossiblewith faster Drocessor meeds (32 bit) in the t C U
As the ECU can handle more information'and make hore calculations in a given
amount of time. it is able to make adiustments to the iniector duration to allow for
variations such'as in intake manifold'txessure and atmbsDheric Dressure.
Model Regulator pressure

CBRGOORR 350Kpa (absolute)
CBRIOOORR 350Kpa (absolute)

Fuel Pump
Power to the fuel pump is controlled by the ECU via a fuel pump relay. It is
energized for a few seconds when the ignition switch is turned on and when the
engine is operating. Power to the relay is controlled by a bank angle sensor
which shuts off power when the motorcycle leans more than 60 degrees.
Fuel cut Fuel pump

Engine stop relay
-
-
control unit
Bank Anale Sensor
Transitor
Reed switch ~Gnet
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection fi

High Pressure Fuel Filter
I he pump contains a check valve and a rehef valve.
The check valve opens when the pump is discharging. It closes when the pump
stops to retain residual pressure in the fuel h e , thus aiding engine restart.
The relief valve is normally closed. If fuel flow is obstructed at the discharge side
of the fuel line, the valve opens to bypass fuel to the inlet port and prevent
excessive fuel pressure.
Relief valve Casmg Discharge port Suction port

I Suction port
Pump cover
I
Check valve
Casing
Impeller
Grooves
I
Impeller

7
In order to control fuel injection volume precisely

by means of duration of injector opening, it is
pressure.
The spring forces the valve down to close it, while intake manifold vacuum acting
on the diaphragm pulls it to open the valve. Balance of these two forces
determine opening at the valve.
When the valve opens, fuel is released to the return line and fuel pressure
decreases.
Valve closed Valve open
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection II

Pressure regulator-
It is now possible to accurately allow for

fluctuations in manifold pressure with the
ECU and this eliminates the need for the
fuel pressure to vary with the manifold
pressure.
This change has considerable advantages

such as the elimination of the return line to
the fuel tank together with a hghter and
less complicated pressure regulator that is
mounted inside the fuel tank combine to
help reduce overall weight. Return dtreotly
m n i i
These pressure regulators maintain fuel pressure at a constant 350Kpa

regardless of the intake manifold pressure.
The regulator works in effectively the same manner as the previous type but with
out the fitting for the vacuum line from the intake manifold
Fuel pressure
(Constant Pressure)
+-
Tim
Manifold pressure
-1.0

Injector
The injector is of the solenoid-actuated. It consisting of a solenoid, constant

stroke plunger needle valve and housing. As the fuel pressure and injector stroke
are preset, the duration of injector opening determines fuel, delivery volume.
FILTER
PLUNGER 1 NEEDLE VALVE
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,n

The fuel pressure has been increased in the latest generations of PGM-FI for
. .
better fuel atom17at1on
Fuel injector design has been revised. It has moved from the fixed "pintle"
(creating a pattern similar to a spray gun) to a small ball shaped head fixed to the
moving rod, opening 4 "pores" drilled in the spherical nozzle. Each hole is
directed for maximum atomization.

11
Fuel System Flow
HIGH PRFSSURE FUEL FII TER
I High pressure fuel flow
Low pressure fuel flow
ESH FILTER-
INJECTOR
FUEL FEED TUBE
RESSURE REGULATOR

12
Return-less System (Absolute Pressure)
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,

2
Air Intake System
Each intake manifold is provided with an individual throttle valve. The throttle
valves are linked and adjusted in the factory so that every valve closes fully when
the throttle grip is fully returned.
CAUTION: Do not attempt to remove or re-adjust bolts and nuts which are painted white. It
is nearly impossible to reset to the proper position.
WHITE
PAINT

14
The edge of each throttle valve is coated with a molybdenum-sealant to assure

sealing between the throttle valve and the throttle bore.
CAUTION: Do not attempt to remove this sealant.

Removal will cause air leakage,
resulting in rough idle.
Slow Circuit
Air required at idle is bypassed via the slow circuit (by-pass circuit) and is
isolated from the throttle. One slow circuit is provided for each cylinder.
A throttle stop screw also opens/closes the starter valves. On the throttle body
assembly, adjusting screws are provided for each cylinder. I he adjustment
procedure is similar to carburettor synchronization.

-
The operation of the "choke" knob opens the starter valves to increase the
bypass air for fast idle operation.
Automatic Fast Idle (CBRIOOORR, CBRGOORR, GL 1800, CBRI 100XX &

VFR8OOFI)
A thermowax controlled fast idle LOW TEMPERATURE

mechanism automatically maintain high
idle speed while coolant temperature is
low.
When coolant temperature is low, a rod

1s-er
this causes the starter valve to open fully.
As coolant temperature increases the

thermowax expands to extend the rod,
causing the starter valve to close until the
see-saw link plate touches the end of the
idle stop screw. HIGH TEMPERATURE
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,fi
- -
PGM FI Service Points
Starter Valve Synchronization
No m m t e n a c e mtervd has been est&bshe&

Synchronization is often required after the initial running-in period, after
disassembly or if the idle becomes rough due to carbon deposits in the idle
passages.
-
The adiustment ~rocedureis similar to carburetor svnchronization.
Read the vacuum of each cylinder, adjust the screws so that vacuum is matched
Depending on the emission requirements of the model, vacuum readings may

have to be adjusted lower than the base.

17
Fuel Filter Re~lacement
Fuel Filter
STAINLESS
WOOL
/

Intake Duct Control System (V4 engines, CBRSOORR, VTRIOOOSP, )
One of the two intake ducts is closed and opened with a vacuum-diaphragm
actuated valve according to engine speed in order to control intake airflow.
tngine performance in the low-to-mid HPM range has been improved by

o~timizinaair intake eficiencv with this svstem.
NOTE: The intake duct only works in gear (in neutral the duct remains open).

Below a set RPM PI"U&SE

GENERATOR
ECU supplies current to bypass \ PGM-FIIIGN UNIT
control
solenoid valve.
This opens the solenoid valve,

sending intake manifold vacuum to INTAKE SOLENOID VALVE
)2(I-'-,
the intake duct control diagram to
close intake duct. AIR CONTROL
VALVE
VACUUM
VARIABLE CHAMBER
-
INTAKE DUCT
TO INTAKE MANIFOLD
-, "
I ne
F - ,
u, me currenr ro rne
t ~ curs u
GENERATOR PGM-FI/IGN UNIT

solenoid valve and the intake duct is
open. \ I
Conditions to open intake B
In gear (not neutral)

Clutch lever released
Above a set RPM AIR CONTROL
lALVE
NOTE: To check the operation of the

variable intake port, disconnect the
neutral switch connector and start the
engine. The duct should be closed below a
set rpm and open above a set rpm.
VARIABLEINTAKE DUCT
TO INTAKE MANIFOLD -4
I
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,n

Direct Air Intake (DAl) (VTR 1000SP-1, CBRl 100XX)
Designed to take advantage of the air pressure in front of a bike travelling above
70 to 80 Kph, intake ducts feed high pressure air into the air-box.
I he PGM-kI svstem com~ensatesfor anv chanaes in air Dressure in the air box.

21
Basic lnjection Volume Control

I wo programs are used to determine duration of injector opening.
Speed-density map
Determines basic injection volume taking into account engine speed and intake
man~foldpressure.
Speed-throttle area map

Determines basic injection volume taking into account engine speed and throttle
openmg area.
Under low load 1 low throttle operation, the speed-density map is used.
Under high load I high throttle (wide open) operation, the speed throttle map is
used. Both systems operate together, depending on the situation, the map which
has the higher rate of change will determine injection duration.
Other Controls
Overrev-cut
Compensation to; coolant temperature, intake air temperature, barometric
pressure, battery low voltage acceleration (quick throttle movement.)

22
On the VkH800k1, CBHSOOHH, V1 H I 000SP-1 & CBHI 100XX,CBH1000HH

and CBRGOORR each cylinder has a different throttle and Pb map to
compensate for differences in the temperature and gas-flow.
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ?

,
Sensors
Crank pulser
measuring the crank speed

indicating the crank position
When starting the engine, the four cylinders receive a small amount of fuel
simultaneously (during the first crank revolution).

24
Pb sensor monitors intake manifold absolute pressure (MAP) and outputs a

voltage signal.
It outputs a voltage slightly lower than 3 volts when engine is stopped. The
voltaae decreases as €he Dressure d r o ~ s .
Output (V)
1
Low- High air pressure
From 2000 new models (CBKSOOKK), this sensor takes over an additional
function from the previous Pa (BARO) sensor, which has been abolished, for
reasons of simplification.
How does it work?
1) Before starting the engine, the MAP sensor takes a short measurement of the
atmospheric pressure and stores it in the computer. This value is used for idling
mixture compensation due to altitude or weather variations.
2) In operation, the sensor monitors the average manifold pressure value,

measuring the maximum and minimum peak pressures during each engine cycle.
With thrs d a b it can
precisely calculate the amount of fuel needed, including atmospheric pressure
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection 9r;
Function Manual (PGM-FI) WONDA
Throttle angle sensor (Th)
I he throttle sensor is a potentiometer, indicating the throttle valve position to the

ECU by a voltage signal.
It receives a 5 volts power from the t C U . 1he output voltage then varies between
0.5 and 4.5 volts, depending on the throttle angle.
open
Throttle valve opening degree
Coolant Temperature (Tw) compensation
When the coolant temperature is low, the air-fuel ratio is compensated to improve
engine operation and response in an temperature conditions.
The resistance changes with the temperature of the coolant, Cold Engine results
in High Kesistance,Warm tngine results in Low Resistance.
Coolant temperature
This change in resistance results in a
variable output voltage to the t C U .
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection 9fi
Atmospheric Temperature (Ta) Compensation
As air temperature changes, air density changes even under the same pressure.
Compensation is made to compute correct air density.
Ta sensor has thinner metal than Tw's at the tip of the sensing protrusion for
qu~ckersensing response.
Intake air temperature PC)
Atmospheric Pressure Compensation (Pa or BARO)
As atmospheric pressure changes, air density changes. Compensation is made

to maintain proper air-fuel ratio. I he sensor itself is the same as the Pb sensor.
On the CBRSOORR, this sensor is abolished, for reasons of simplification. It's

function is combined with those of the MAP sensor.
On the VTRI 000SP-1, the BARO-sensor is located in front of the air-intake duct. In
this case it does not measure just the atmospheric pressure, but the "boost-
pressure".
Output Wl

27
Battery Voltage Compensation

Low battery voltage slows the injector opening action and reduces the effective
opening duration. To compensate for this, the opening signal duration is
extended.
Acceleration Enrichment
When the throttle valve is opened quickly, the injection volume is increased.
Throttle opening operation is monitored by the ECU with a change in signal of the
throttle angle sensor within a given time.
-
Idle Mixture Adjustment Only fitted to NRi50H and the HVk /SOH (HC45)
I urning the adjusting screw gives a richer or leaner idle mixture. For each
cylinder there is one IMA (Idle Mixture Adjuster.)
The IMA is a potentiometer, which tells the screw position to the ECU by a
voltage signal. It is receiving a 5 volts power from the ECU. Its output voltage
varies between 0.5 and 4.5 volts.
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,s

Fail Safe Function
The program in the ECU includes a number of fail-safe modes to back-up engine
operation even in case of sensor (s) malfunction. If there is a malfunction with
one of these sensors, the warning lamp is giving information to the rider that
there is something wrong with the PGM k-system.
Pb sensors
On the NK/50K and KVk /SOH (HC45) if one of the two (I-K I KK) Pb sensor
lines malfunctions (eg. short or open circuit), the t C U uses data from the
remaining sensor. On the VkK800I-I CBKSOOKK, V I K1000SP-1 and
CBRI 100XX the ECU will simulate a set Pb maD.
Tw sensor, Ta sensor, Pa Sensor, Throttle sensor and /MA
If these sensor lines malfunction, the ECU uses a fixed value.
Tw: 80°C, Ta: 20°CPa: 1030 h, Pa (760 mmHg), Th: 0 , IMA:2.5V
Cam pulser, Injector, Crank pulser (Ignition pulse generator)
If a abnormality is detected in the cam pulser, injector and I or the crank

pulser, the fail safe function stops the engine. This is done to protect the
engine.
I he engine will not start when either one of the engine speed pulsers are
defective.

Self-diagnosis Function and Troubleshooting

A warning lamp on the instrument panel lights up to indicate an abnormality in
the system.
When the ignition switch is turned on, the warning lamp will remain on for 3
seconds, as the system checks itself.
If an abnormahty is located, the fault win be indicated by the coded, brinking of

the lamp.
A change to current models snows PGM-I-I fanure code to be checked with the
side stand down and engine revs below 5,00Orpm, instead of shorting the service
connector. I his only works if the PGM-I-I hght is ON and showing an existing
fault
Jumping the terminals of the Service Check connector provided under the seat
activates the warning lamp blinking code for any intermittent faults or faults
stored in the memory.
UPDATED 2004 -For rra~n~ng

Purpose only- Programmed Fuel Injection
The PGM-FI warning indicator indicates a failure code by the length and
number of bhnks.
It can indicate any number of simultaneous component problems by blinking

separate codes. one after another.
Problem codes 1 through 9 are indicated by individual short blinks. Problem

codes 10 through 23 are indicated by a series of long and short blinks.
I he number of lona blinks eauals the first diait. the number of short blinks
eauals the second diait.
Resetting the memory of the ECU
To clear the memory of the ECU of all faults, follow this procedure:
P Connect the Service Check Connector
P Turn the ignition switch ON
P Wait 5 seconds for the PGM-FI warning indicator light to start delivering any
i%idmaz
Hemove the Service Check Connector and reinsert the connector with in 5
seconds
P The PGM-FI warning indicator light should flash 20 times ...this indicates that
the memory is clear
P Turn the ignition switch OFF and remove the Service Check Connector
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ?,

Exhaust emissions
The ideal "combustion" process of a 4-stroke engine converts fuel to oxygen (02)
and water vapor (H20). In reality, the combustion is not ideal.
Due to this, an engine produces some additional exhaust gas components:

HC: "Hydrocarbons"
bon monoxrde I1
0 2: "Carbon diox~de"
NO x: "Oxides of Nitrogen"
The catalytic converter
The function of the catalytic converter is to reduce the amount of toxic gases in
the exhaust gas by helping the chemical reaction caned "oxidization" to be more
efficient. The toxic CO, HC and NOx components in the exhaust gas are more
efficiently converted to C02, di-nitrogen (N2) and water vapor.
In cars, the platinum 1 radium "monolith type" catalytic converter is mounted in

the center of the exhaust pipe under the car. On the VkK800kI, it is instaled just
before the "pre-chamber".
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ?,

-
The "Three-way" type catalytic converter
The VFR800FI goes one step further, by adding a regulated air 1 fuel mixture
control system, sensing the exhaust gas composition by means of an Oxygen
sensor (also called 0 2 sensor or "Lambda" sensor) in the exhaust. The VFR
The oxygen sensor (02 sensor)
I he 02 sensor measures the % of oxygen in the exhaust gas, using this

information the fuel injection is continuously adjusted to inject more or less fuel,
keeping the amount of oxygen constantly at a level where the lowest amount of
toxic gases is produced.
This aidfuel ratio is called the stoichiometric ratio (Theoretically, this is the AIF
ratio for complete combustion). With the air / fuel ratio controlled around this
point by the oxygen sensor, the remaining toxic compounds in the exhaust gas
are more efficiently converted to non-toxic compounds.
How does this work?
The 0 2 sensor uses a hollow, closed-end shaft of Zirconium Dioxide with

platinum plated inner and outer surfaces. The inner surface is open to the
atmosphere and the outer surface is exposed to exhaust gas flow through the
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ??

The oxygen sensor converts the difference in oxygen density between the inner
and outer surfaces into electromotive force, and transmits a voltage signal to the
ECU to control the air I fuel ratio.
This type of oxygen sensor must be heated to a particular temperature to operate

normah.
Whv must some 0 2 sensors be electricaflv heated?
In multi-cylinder engines, the oxygen sensor is insufficiently heated directly by

the exhaust aases because of its remote Dosition from the exhaust ~ o r t s .
It has to measure the average value of all cylinders gases. Therefore an electric
heating element is incorporated in the sensor.
NQk
AdeFtiond emission control measures
The exhaust gas is additionally "cleaned" by injecting air in the exhaust: Pulse
-
Air Injection1
is Honda's registered trade name for a complete exhaust emission

reduction system. It is composed of mainly 2 systems: AIR-NJtC I ION and an
CATALYZER.
All recently developed 4-stroke engines are now equipped with special "air-shot"
ports and reed valves, to inject fresh air during deceleration. I his helps to get rid of
the remaining unburnt Hydro-carbons.
I he air flow is controlled via an electric solenoid valve. On all PGM-kI systems, this
solenoid is controlled by the ECU, having all necessary input signals like RPM and
man~foldDressure readilv available.

Troubleshooting the 0 2 sensor
The 0 2 sensor creates a signal between 0.1 and 1,O Volts, depending on the air I
fuel ratio (or so called Lambda value).
If the mixture is "RICH" sensor voltage is "HIGH" (1.0 V)

If the mixture is "LtAW sensor voltage is "LOW (0.1 V)
This can be best monitored during engine operation (while "snapping" the
throttle), using an ANALOG voltmeter or oscilloscope.
While accelerating, the mixture is "KICH" for a moment, immediately returning

to "LEAN" again. This should be clearly reflected by the change of sensor
output voltage.
0 2 sensor heater element
I he 0 2 sensor-heating element is essential for the operation of the system. It

can be checked statically by measuring its resistance value. However, the
"control system" ( t o should be checked.
I his activity can be best monitored during engine operation: 1he voltage across
the heating element is switched ON and OFF by the ECU at a certain rhythm.
An analog meter (for example IMRlE tester or Ignition-Mate) is more useful for
this kind of 'dynamic' monitoring during operation.
PGM-Fl Self Diacmostic Svstem
I he system is still the same, whenever a fault in the PGM-I-I (or other engine-
control system) is detected, the I-I warning lamp on the dashboard shows the
related component or area by blinking in a certain pattern.
The 0 2 sensor usually has 2 different codes:

One for the sensor itself (usuany "21")
One for the heating element (usuany R237.
I h e VFK of course has 7 sensors and 4 Ilefect Codes.
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection 7r;
Fuel Pressure Ins~ection
As previously explained, the fuel pressure must be maintained 255 KPa 1300
Kpa I350KPA (depending on the model) higher than intake manifold pressure to
meter fuel injection volume by means of injector opening duration. A low fuel
pressure results in insufficient fuel injection.
Inspection Procedure
P Haise the fuel tank and support it.

P Place a wrench onto the service bolt.
> Cover the bolt and the wrench with a rag or a shop towel.
> Loosen the bolt, and remove it.
Caution: When loosening the service bolt a little fuel splashes because residual
Dressure in the fuel line.
> Connect a fuel pressure gauge and start the engine.

> See the pressure changes as the throttle is snapped.
> Stop the engine and see if the pressure holds at a constant 255 Kpa 1300Kpa
or 350Kpa (depending on the model).
UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection 2fi

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Construction & Programmed Fuel lnjection

Function Manual (PGM-FI)

A PGM-FI (Programmed Fuel Injection) system is used to provide precise

In 1982 Honda introduced the CX500TC with Electronic Fuel injection.

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

changes from earlier systems to the 3rageneration systems

Changes from the 3" generation systems to the DSPGM-FI 4"

Return-less fuel feed system, some times referred to as an "Absolute pressure

Automatic Fast ldle system

I he t C U (tlectronic Control Unit) 32bit processor is faster and more

Interface capability for the new Honda "Oiagnostic System" (HUS)

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

The Three sub-svstems of the PGM-FI

2. Air lntake System

3.PGM-FI Control System

lnde~endentthrottle valves for auick throttle resDonse

Multi-point fuel injectors for precise metering, uniform NF mixture

ECU that can produce ultra-high-speed calculations.

lntake duct control controls intake air volume at optimum level

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection 2

Fuel Supply System

A pressure regulator maintains fuel pressure at a constant 255Kpa 1300Kpa I

Return I ype System

Fuel return line

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

This system is a Return-less or some times referred to as an "Absolute Pressure

Model Regulator pressure

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

Fuel cut Fuel pump

Bank Anale Sensor

Reed switch ~Gnet

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection fi

High Pressure Fuel Filter

I he pump contains a check valve and a rehef valve.

Relief valve Casmg Discharge port Suction port

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

In order to control fuel injection volume precisely

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection II

It is now possible to accurately allow for

This change has considerable advantages

These pressure regulators maintain fuel pressure at a constant 350Kpa

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

The injector is of the solenoid-actuated. It consisting of a solenoid, constant

PLUNGER 1 NEEDLE VALVE

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,n

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

Fuel System Flow

HIGH PRFSSURE FUEL FII TER

I High pressure fuel flow

Low pressure fuel flow

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

Return-less System (Absolute Pressure)

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,

Air Intake System

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection

The edge of each throttle valve is coated with a molybdenum-sealant to assure

CAUTION: Do not attempt to remove this sealant.

UPDATED 2004 -For I ralnlng Purpose only- Programmed Fuel Injection ,

Automatic Fast Idle (CBRIOOORR, CBRGOORR, GL 1800, CBRI 100XX &

A thermowax controlled fast idle LOW TEMPERATURE

When coolant temperature is low, a rod

As coolant temperature increases the

Starter Valve Synchronization