The adoption of the direct fuel injection system [DIG (Direct Injection Gasoline)] enables more accurate adjustment of fuel injection quantity by injecting atomized high-pressure fuel directly into the cylinder. This method allows high-powered engine, high torque, low fuel consumption, quietness, and emissions-reduction.

The amount of fuel injected from the fuel injector is determined by the ECM. The ECM controls the length of time the valve remains open (injection pulse duration). The amount of fuel injected is a program value in the ECM memory. The program value is preset by engine operating conditions. These conditions are determined by input signals (for engine speed and intake air and fuel rail pressure) from the crankshaft position sensor, camshaft position sensor, mass air flow sensor and the fuel rail pressure sensor.

The amount of fuel injected is compensated to improve engine performance under various operating conditions as listed below.

<Fuel increase>

<Fuel decrease>

The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control. The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts theinjection pulse width according to the sensor voltage signal. And the correcting factor to control the pulse width is displayed as “A/F CORRECTION”, or “S-FUEL TRM-B1 [%]”. For more information about A/F sensor 1, Refer to Air Fuel Ratio (A/F) Sensor 1. This maintains the mixture ratio within the range of stoichiometric (ideal air-fuel mixture). This stage is referred to as the closed loop control condition.

Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated oxygen sensor 2.

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from heated oxygen sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes during operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system.This is then computed in terms of “injection pulse duration” to automatically compensate for the difference between the two ratios.

“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trimincludes short term fuel trim and long term fuel trim.

“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical value. The signal from heated oxygen sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and anincrease in fuel volume if it is lean.

“Long term fuel trim” is overall fuel compensation carried out long-term to compensate for continual deviation of the short term fuel trim from the central value. Such deviation will occur due to individual engine differences,wear over time and changes in the usage environment.

Fuel is injected into each cylinder during each engine cycle according to the ignition order.

The use of the stratified-charge combustion method enables emissions-reduction when starting with the engine cold.