Single-point or throttle body injection (TBI)
The earliest and simplest type of fuel injection, single-point simply replaces the carburetor with one or two fuel-injector nozzles in the throttle body, which is the throat of the engine’s air intake manifold. For some automakers, single-point injection was a stepping stone to the more complex multi-point system. Though not as precise as the systems that have followed, TBI meters fuel better than a carburetor and is less expensive and easier to service.
Port or multi-point fuel injection (MPFI)
Multi-point fuel injection devotes a separate injector nozzle to each cylinder, right outside its intake port, which is why the system is sometimes called port injection. Shooting the fuel vapor this close to the intake port almost ensures that it will be drawn completely into the cylinder. The main advantage is that MPFI meters fuel more precisely than do TBI designs, better achieving the desired air/fuel ratio and improving all related aspects. Also, it virtually eliminates the possibility that fuel will condense or collect in the intake manifold. With TBI and carburetors, the intake manifold must be designed to conduct the engine’s heat, a measure to vaporize liquid fuel. This is unnecessary on engines equipped with MPFI, so the intake manifold can be formed from lighter-weight material, even plastic. Incremental fuel economy improvements result. Also, where conventional metal intake manifolds must be located atop the engine to conduct heat, those used in MPFI can be placed more creatively, granting engineers design flexibility.
Sequential fuel injection (SFI)
Sequential fuel injection, also called sequential port fuel injection (SPFI) or timed injection, is a type of multi-port injection. Though basic MPFI employs multiple injectors, they all spray their fuel at the same time or in groups. As a result, the fuel may “hang around” a port for as long as 150 milliseconds when the engine is idling. This may not seem like much, but it’s enough of a shortcoming that engineers addressed it: Sequential fuel injection triggers each injector nozzle independently. Timed like spark plugs, they spray the fuel immediately before or as their intake valve opens. It seems a minor step, but efficiency and emissions improvements come in very small doses.
Direct injection
Direct injection takes the fuel injection concept about as far as it can go, injecting fuel directly into the combustion chambers, past the valves. More common in diesel engines, direct injection is starting to pop up in gasoline engine designs, sometimes called DIG for direct injection gasoline. Again, fuel metering is even more precise than in the other injection schemes, and the direct injection gives engineers yet another variable to influence precisely how combustion occurs in the cylinders. The science of engine design scrutinizes how the fuel/air mixture swirls around in the cylinders and how the explosion travels from the ignition point. Things such as the shape of cylinders and pistons; port and spark plug locations; timing, duration and intensity of the spark; and number of spark plugs per cylinder (more than one is possible) all affect how evenly and completely fuel combusts in a gasoline engine. Direct injection is another tool in that discipline, one that can be used in low-emissions lean-burn engines.
TPI: Tuned Port Injection
Is the same system as MPFI, just for more cylinders and a fancier name.
Each basic system has one or more sub systems and that can get confusing.
If you want to be really thorough, and talk GM injection, you could mention the Cross Fire injection system, which was 2 TBI systems on a cross ram intake. Kinda cool really.
Also, as far as Tuned Port goes, from a purely "injector" point of view, it is a stright forward batch fire system. But that somewhat ignores the beauty of the TPI system. Namely, it's tuned length runners, which helped accentuate low end torque.
Also, in the truck world, there is CPI (Central Port Injection). It's sort of a hybrid of TBI and MPFI. It uses cental injector, like a TBI, but this time mounted down inside the intake manifold. Attached to the business end of the injectors is a platic tube assembly, that somewhat resembles a spider. Each leg of that spider runs right to a port where a mechanical poppet style injector is located. When an electrical (central) injector fires, it send pressurized fuel through the spider to the poppets, which open at a specified pressure. On a Vortec 350, there are 2 central injectors, and 8 poppets. It's a neat system that works quite nicely. There was also a varient of this system in the early '90s used on 4.3L V6s that used a tuned intake with an active valve, to change the runner lenghts.
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