Gasoline Direct Injection (GDI) | High-performance vehicles (e.g., Mitsubishi Outlander, Toyota Corolla) | Injection Pressure: 200 bar (ISO 2553) ▲ 220 bar (Advanced) Spray Diameter: 100 µm (SAE J1839) ▲ 90 µm (Advanced) Material: Corrosion-resistant alloy (ASTM B117: 1000h ▲ 1500h) | ▲ 15% improved fuel efficiency vs Base ▲ 10 hp higher power output | ▲ $50/unit cost increase Potential carbon buildup (requires frequent maintenance) |
Port Fuel Injection (PFI) | Older/budget vehicles (e.g., Chrysler PT Cruiser) | Injection Pressure: 40 bar (ISO 1073) Spray Pattern: Wide distribution (SAE J1928) | Low cost ($30/unit) Simplified maintenance (no electronics) | -10% efficiency vs GDI Lower power output (▲ 20 hp deficit vs GDI) |
Multi-Point Fuel Injection (MPFI) | Mid-range vehicles (e.g., Mitsubishi Space Star MPV DG_A) | Injection Pressure: 300 bar (ISO 15031) Injectors per Cylinder: 1 (per cylinder) | ▲ 20% lower emissions vs PFI Balanced performance/cost ($80–$120/unit) | Moderate complexity (requires tuning) Higher cost than PFI (+$50/unit) |
Sequential Fuel Injection (SFI) | Engines needing precise timing (e.g., Toyota Corolla) | Timing Accuracy: ±0.5ms (ISO 15031) Response Time: 5ms (SAE J1939) | Optimal combustion efficiency Smooth acceleration | Requires advanced electronics (▲ $30/unit cost) Higher failure risk in harsh conditions |
Mechanical Fuel Injection | Rugged/older vehicles (e.g., Chrysler PT Cruiser) | No electronic sensors Pressure: 350 bar (ISO 2553) Material: Cast iron (ASTM A48) | Robust design (no electronics) Low maintenance downtime | -15% efficiency vs electronic systems Heavier system (▲ 20% weight) |
Dual Fuel Injectors | Alternative-fuel vehicles (e.g., LPG/CNG hybrids) | Compatibility: ASTM D4806 gasoline + LPG Material: Stainless steel (ASTM A240) | Flexibility in fuel types (gasoline/LPG) Reduced fuel dependency | ▲ $80/unit cost Complex calibration (requires specialized tools) |