The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel pump module, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions.

An electric turbine style fuel pump attaches to the fuel pump module inside the fuel tank. The fuel pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The high pressure fuel pump supplies fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel injectors. The high pressure fuel pump, fuel rail pressure, fuel injection timing, and injection duration are controlled by the engine control module (ECM).

The fuel tank (1) stores the fuel supply. The fuel tank is located in the rear of the vehicle. The fuel tank is held in place by 2 metal straps that attach to the frame. The fuel tank is molded from high-density polyethylene.

The fuel fill pipe (3) has a built-in restrictor in order to prevent refueling with leaded fuel.

Caution: If a fuel tank filler cap requires replacement, use only a fuel tank filler cap with the same features. Failure to use the correct fuel tank filler cap can result in a serious malfunction of the fuel and EVAP system.

The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over-tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is correctly torqued and fully seated. A fuel filler cap that is not fully seated may cause a malfunction in the emission system.

An electric turbine style fuel pump attaches to the fuel pump module inside the fuel tank. The fuel pump supplies fuel through the fuel feed pipe to the high pressure fuel pump. The fuel pump provides fuel at a higher rate of flow than is needed by the high pressure fuel pump. The fuel pressure regulator, a part of the fuel pump module, maintains the correct fuel pressure to the high pressure fuel pump. The fuel pump module contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe in order to prevent long cranking times.

The fuel pump module consists of the following major components:

The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the position of the float arm. The engine control module (ECM) sends the fuel level information via the serial data circuit to the body control module (BCM). The BCM sends the fuel level information to the instrument panel cluster (IPC). This information is used for the IPC fuel gage and the low fuel warning indicator, if applicable. The control module also monitors the fuel level input for various diagnostics.

The fuel pump is mounted in the fuel pump module reservoir. The fuel pump is an electric pump. Fuel is pumped to the high pressure fuel pump at a specified flow and pressure. The fuel pump delivers a constant flow of fuel even during low fuel conditions and aggressive vehicle maneuvers. The control module controls the electric fuel pump operation through a fuel pump relay. The fuel pump flex pipe acts to dampen the fuel pulses and noise generated by the fuel pump.

The fuel strainer attaches to the lower end of the fuel pump module. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or contamination.

The fuel pressure regulator (2) is contained in the fuel pump module near the fuel pump outlet. The fuel pressure regulator is a diaphragm relief valve. The diaphragm has fuel pressure on one side and regulator spring pressure on the other side. The fuel pressure regulator is not vacuum biased. Fuel pressure is controlled by a pressure balance across the regulator. The fuel system pressure is constant.

The low pressure fuel feed pipe carries fuel from the fuel tank to the high pressure fuel pump. The fuel pipe consists of 3 sections:

The fuel feed intermediate pipe is a high pressure pipe that carries fuel from the high pressure fuel pump to the fuel rail. The fuel feed intermediate pipe is constructed of stainless steel.

Warning: In order to reduce the risk of fire and personal injury observe the following items:

Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature.

Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to chafing, high temperature, or vibration.

Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if nylon fuel pipes are forced into sharp bends, the pipes kink and restrict the fuel flow. Also, once exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon fuel pipes.

Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together.

The high pressure fuel pump is a mechanical one-cylinder design driven by an additional three lobe cam on the camshaft. High pressure fuel is regulated by the high pressure fuel pump actuator, which is a part of the high pressure fuel pump. The high pressure fuel pump actuator is a magnetic actuator which controls the inlet valve of the high pressure pump. The ECM provides battery voltage on the actuator high control circuit and ground on the actuator low control circuit. Both circuits are controlled through output drivers within the ECM. When deactivated, both drivers are disabled and the inlet valve is held open with spring pressure. When activated, the actuator low control circuit driver connects the low control circuit to ground, and the actuator high control circuit driver pulse-width modulates the high control circuit. The ECM uses the camshaft and the crankshaft position sensor inputs to synchronize the actuator with the position of each of the three camshaft lobes. The ECM regulates fuel pressure by adjusting the portion of each pump stroke that provides fuel to the fuel rail. The high pressure fuel pump also contains an integrated pressure relief valve.

The fuel rail assembly attaches to the cylinder head. The fuel rail distributes high pressure fuel to the fuel injectors. The fuel rail assembly consists of the following components:

The fuel injection system is a high pressure, direct injection, returnless on-demand design. The fuel injectors are mounted in the cylinder head beneath the intake ports and spray fuel directly into the combustion chamber. Direct injection requires high fuel pressure due to the fuel injector's location in the combustion chamber. Fuel pressure must be higher than compression pressure requiring a high pressure fuel pump. The fuel injectors also require more electrical power due to the high fuel pressure. The ECM supplies a separate high voltage supply circuit and a high voltage control circuit for each fuel injector. The injector high voltage supply circuit and the high voltage control circuit are both controlled by the ECM. The ECM energizes each fuel injector by grounding the control circuit. The ECM controls each fuel injector with 65 volts. This is controlled by a boost capacitor in the ECM. During the 65 volt boost phase, the capacitor is discharged through an injector, allowing for initial injector opening. The injector is then held open with 12 volts.

The fuel injector assembly is an inside opening electrical magnetic injector. The injector has six precision machined holes that generate a cone shaped oval spray pattern. The fuel injector has a slim extended tip in order to allow a sufficient cooling jacket in the cylinder head.

The fuel rail pressure sensor detects fuel pressure within the fuel rail. The engine control module (ECM) provides a 5-volt reference voltage on the 5-volt reference circuit and ground on the reference ground circuit. The ECM receives a varying signal voltage on the signal circuit. The ECM monitors the voltage on the FRP sensor circuits. When the fuel pressure is high, the signal voltage is high. When the fuel pressure is low, the signal voltage is low.

The fuel pulse dampener is a part of the low pressure fuel feed pipe assembly. The fuel pulse dampener is diaphragm-operated, with fuel pump pressure on one side and with spring pressure on the other side. The function of the dampener is to dampen the fuel pump pressure pulsations.

The control module monitors voltages from several sensors in order to determine how much fuel to give the engine. The control module controls the amount of fuel delivered to the engine by changing the fuel injector pulse width. The fuel is delivered under one of several modes.

When the ignition is first turned ON, the control module energizes the fuel pump relay for 2 seconds. This allows the fuel pump to build pressure in the fuel system. The control module calculates the air/fuel ratio based on inputs from the engine coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF), and throttle position (TP) sensors. The system stays in starting mode until the engine speed reaches a predetermined RPM.

If the engine floods, clear the engine by pressing the accelerator pedal down to the floor and then crank the engine. When the throttle position (TP) sensor is at wide open throttle (WOT), the control module reduces the fuel injector pulse width in order to increase the air to fuel ratio. The control module holds this injector rate as long as the throttle stays wide open and the engine speed is below a predetermined RPM. If the throttle is not held wide open, the control module returns to the starting mode.

The run mode has 2 conditions called Open Loop and Closed Loop. When the engine is first started and the engine speed is above a predetermined RPM, the system begins Open Loop operation. The control module ignores the signal from the heated oxygen sensor (HO2S). The control module calculates the air/fuel ratio based on inputs from the engine coolant temperature (ECT), manifold absolute pressure (MAP), mass air flow (MAF), and throttle position (TP) sensors. The system stays in Open Loop until meeting the following conditions:

Specific values for the above conditions exist for each different engine, and are stored in the electrically erasable programmable read-only memory (EEPROM). The system begins Closed Loop operation after reaching these values. In Closed Loop, the control module calculates the air/fuel ratio, injector ON time, based upon the signal from various sensors, but mainly from the HO2S. This allows the air/fuel ratio to stay very close to 14.7:1.

When the driver pushes on the accelerator pedal, air flow into the cylinders increases rapidly. To prevent possible hesitation, the control module increases the pulse width to the injectors to provide extra fuel during acceleration. This is also known as power enrichment. The control module determines the amount of fuel required based upon the throttle position (TP), the engine coolant temperature (ECT), the manifold absolute pressure (MAP), the mass air flow (MAF), and the engine speed.

When the driver releases the accelerator pedal, air flow into the engine is reduced. The control module monitors the corresponding changes in the throttle position (TP), the mass air flow (MAF), and the manifold absolute pressure (MAP). The control module shuts OFF fuel completely if the deceleration is very rapid, or for long periods, such as long, closed-throttle coast-down. The fuel shuts OFF in order to prevent damage to the catalytic converters.

When the battery voltage is low, the control module compensates for the weak spark delivered by the ignition system in the following ways:

The control module cuts OFF fuel from the fuel injectors when the following conditions are met in order to protect the powertrain from damage and improve driveability:

The control module controls the air/fuel metering system in order to provide the best possible combination of driveability, fuel economy, and emission control. The control module monitors the heated oxygen sensor (HO2S) signal voltage while in Closed Loop and regulates the fuel delivery by adjusting the pulse width of the injectors based on this signal. The ideal fuel trim values are around 0 percent for both short and long term fuel trim. A positive fuel trim value indicates the control module is adding fuel in order to compensate for a lean condition by increasing the pulse width. A negative fuel trim value indicates that the control module is reducing the amount of fuel in order to compensate for a rich condition by decreasing the pulse width. A change made to the fuel delivery changes the long and short term fuel trim values. The short term fuel trim values change rapidly in response to the HO2S signal voltage. These changes fine tune the engine fueling. The long term fuel trim makes coarse adjustments to fueling in order to re-center and restore control to short term fuel trim. A scan tool can be used to monitor the short and long term fuel trim values. The long term fuel trim diagnostic is based on an average of several of the long term speed load learn cells. The control module selects the cells based on the engine speed and engine load. If the control module detects an excessively lean or rich condition, the control module will set a fuel trim diagnostic trouble code (DTC).