Found this great resource. Emailed the author.
EFI 9100:
This tester is the hydrogen bomb of D-Jetronic testers. It was sold by EFI Associates in Southern California in the late '70's. EFI is now out of business, but it was run by Luis Eros (deceased) who others acknowledge as the ultimate D-Jet guru in the US. They also produced a tester for the L-Jetronic system called the AFC Analyzer. Anybody out there who has more information on the history of EFI Associates, or has a line on either used MPC or AFC Analyzers, please contact me at
[email protected] .
It does all of the static tests and ECU tests of the other testers, plus it can measure injector pulse width directly. Using documentation that comes with the tester, you can verify under operating conditions if your FI system is delivering the same pulse widths as the factory settings. It also allows you to adjust mixture while running, and use the pulse widths noted to re-adjust the pressure sensor to duplicate. Retail price for the tester around 1977 was about $2000.
Unfortunately, my tester has a problem with the circuit that creates the trigger contact pulses needed to simulate engine speed conditions when performing the "engine off" tests. I hope to fix it when I get the time to trace the circuit. It works in position 1 with the motor running, providing pulse width duration (resolution of 0.01 ms), mixture control, and the other test functions listed below. I acquired a second MPC Analyzer in mid-2002, which has the EXACT same problem - which leads me to believe the problem is with me! I will be investigating further in late 2002 to see if I can figure out what is going on.
There were at least two predecessors to this tester which are much cruder in their design and implementation, but provide much of the functionality, see below for the 1401 and 2002 models.
There are 17 rotary switch positions that do one or more tests per switch position, all without the car running. There are also five additional capabilities that are done with the car running:
Car not running
- Basic Tests
a: ECU output stages (driver transistors)
b: Line 16 and 24 voltage supply
c: Fuel pump voltage test - verify OFF in this state
d: TPS Idle switch, full-load switch (if present), and immediate accelerator track switches (3-way switch to accommodate all TPS types)
e: Fuel pump operation test - pump switch to run and check pressure
f: Start enrichment: disconnect coil, crank engine - checks the ECU start enrichment circuit go/no-go
- Start signal test - verifies fuel pump operation during cranking (ECU fuel pump block test #1)
- Low RPM fuel pump shut-off test - verifies that the ECU turns off the fuel pump when engine is at 90 rpm after starting - (ECU fuel pump block test #2)
- Verifies overrun shutoff control (shutoff) with cold engine condition (ECU overrun control test #1)
- Verifies overrun shutoff control (restart) with cold engine condition (ECU overrun control test #2)
- Verifies overrun shutoff control (shutoff) with warm engine condition (ECU overrun control test #3)
- Verifies overrun shutoff control (restart) with warm engine condition (ECU overrun control test #4)
- Idle CO adjustment range - turn ECU idle knob full lean then full rich, verify range of pulse width vs. chart specification
- Starting enrichment parametric test: verify pulse width increase vs. chart specification with start signal "ON"
- Starting enrichment parametric test: verify pulse width returns to normal levels with start signal "OFF". This is a test of injection duration at 2000 rpm
- Delayed acceleration enrichment test - tests ECU's secondary (through the phase width multiplier) acceleration effect on pulse width vs. chart specification
- Speed mixture control - Check pulse width duration at 4500 rpm vs. chart specification to verify operation of ECU's speed control mixture correction
- ECU full load circuit - Checks pulse width duration vs. chart specification with the pressure switch "ON" (note: pressure switch only on early D-Jet cars)
- Cold engine temperature compensation - Check pulse width duration vs. chart specification for increase in injection duration for cold engine (+20 C)
- Cold-Cold engine temperature compensation - Same as 14, but for -30 C engine condition.
- Pressure sensor calibration - Checks sensor calibration without ECU effects - tester has a loop circuit in it that is identical to the ECU main board loop circuit to drive the pressure sensor. Check 0, 12, and 18 in. Hg values vs. chart specification - full adjustment procedure for all three types of MPS's is included.
- Pressure sensor + ECU calibration - Same as 16, but uses the ECU's loop circuit. Allows overall evaluation ECU + MPS system, check vs. chart specification.
Car running
- Injector trigger points - in the tests above, the 9100 uses its own internal trigger point circuit simulator to drive the ECU. In this mode, does dynamic test of actual trigger point operation
- Engine temp sensor - allows substitution of internal tester sensor for the motor sensor
- Air temp sensor - allows substitution of internal tester sensor for the motor sensor
- Injection duration at idle - Verify correct idle pulse duration vs. chart values
- Manual mixture control - This feature works for idle, part-load, and full-load testing. Permits direct mixture control under actual operating conditions. Tester has a cable of sufficient length to permit operation while driving. Permits fine tuning of the MPS to match best operating conditions.
