The fuel tank stores the fuel supply. The electric fuel pump supplies fuel through an in-line fuel filter to the fuel injection system The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pressure regulator maintains the correct fuel pressure to the fuel injection system. A separate pipe returns unused fuel to the fuel tank.

The fuel tank 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 has a built-in restrictor and a deflector in order to prevent refueling with leaded fuel.

Notice: 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.

The fuel sender assembly 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 amount of fuel in the fuel tank. The powertrain control module (PCM) sends the fuel level information via the class 2 circuit to the instrument panel cluster (IPC). This information is used for the IPC fuel gage and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics.

The fuel pump is mounted in the fuel sender assembly reservoir. The fuel pump is an electric high-pressure pump. Fuel is pumped to the fuel meter body at a specified flow and pressure. Excess fuel from the fuel meter body assembly returns to the fuel tank through the fuel return pipe. The fuel pump delivers a constant flow of fuel to the engine even during low fuel conditions and aggressive vehicle maneuvers. The PCM 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 sender. 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 is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water.

The fuel filter is located on the fuel feed pipe, between the fuel pump and the fuel injectors. The paper filter element (2) traps particles in the fuel that may damage the fuel injection system. The filter housing (1) is made to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature.

The fuel feed pipe carries fuel from the fuel tank to the fuel meter body assembly. The fuel return pipe carries fuel from the fuel meter body assembly back to the fuel tank. The fuel pipes consist of 2 sections:

Caution: 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. There are 3 sizes of nylon pipes used: 9.53 mm (3/8 in.) ID for the fuel feed, 7.94 mm (5/16 in.) ID for the fuel return, and 12.7 mm (1/2 in.) ID for the vent. 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.

O-rings seal the threaded connections in the fuel system. The fuel system O-ring seals are made of special material. Service the O-ring seals with the correct service part.

The fuel meter body assembly attaches to the lower intake manifold. The fuel meter body assembly performs the following functions:

Each fuel injector assembly is a solenoid-operated device, controlled by the control module. The fuel injector assembly meters the pressurized fuel through a poppet nozzle valve (5) to a single engine cylinder. The control module energizes the flow control solenoid (2), which opens an armature valve (3), allowing fuel to flow past the valve and through a flexible fuel pipe (1) to the poppet nozzle valve. An increase in fuel pressure causes the poppet nozzle ball to open from a seat against the extension spring force. This allows the fuel to flow from the nozzle.

De-energizing the flow control solenoid (2) closes the armature valve (3). De-energizing the solenoid also reduces the fuel pressure acting on the poppet nozzle ball. The extension spring closes the ball to the seat. The extension spring also checks the pressure between the ball and seat of the poppet nozzle valve (5) and the injector armature (3) and the seat (4).

The Multec 2 fuel injector assembly is a solenoid device, controlled by the PCM, that meters pressurized fuel to a single engine cylinder. The PCM energizes the high-impedance (12 ohms) injector solenoid to a open a normally closed ball valve. This allows fuel to flow into the top of the injector, past the ball valve, and through a director plate at the injector outlet. The director plate has four machined holes that control the fuel flow, generating a spray of finely atomized fuel at the injector tip. Fuel from the injector tip is directed at the intake valve, causing the fuel to become further atomized and vaporized before entering the combustion chamber. This fine atomization improves fuel economy and emissions.

The fuel pressure regulator is a diaphragm relief valve. The diaphragm has fuel pressure on one side and regulator spring pressure and intake manifold vacuum on the other side. The fuel pressure regulator maintains a constant pressure differential across the fuel injectors at all times.

The PCM monitors voltages from several sensors in order to determine how much fuel to give the engine. The PCM 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 PCM energizes the fuel pump relay for 2 seconds. This allows the fuel pump to build pressure in the fuel system. The PCM calculates the air/fuel ratio based on inputs from the engine coolant temperature (ECT), the mass air flow (MAF), the manifold absolute pressure (MAP), and the 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 TP sensor is at wide open throttle (WOT), the PCM reduces the injector pulse width in order to increase the air to fuel ratio. The PCM 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 PCM 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 PCM ignores the signal from the heated oxygen sensor (HO2S). The PCM calculates the air/fuel ratio based on inputs from the ECT, MAF, MAP, and 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 PCM 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 PCM increases the pulse width to the injectors to provide extra fuel during acceleration. This is also known as power enrichment. The PCM determines the amount of fuel required based upon the TP, ECT, the MAP, the MAF, and the engine speed.

When the driver releases the accelerator pedal, air flow into the engine is reduced. The PCM monitors the corresponding changes in TP, MAP, and MAF. The PCM 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 PCM compensates for the weak spark delivered by the ignition system in the following ways:

The PCM 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 PCM controls the air/fuel metering system in order to provide the best possible combination of driveability, fuel economy, and emission control. The PCM monitors the 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 PCM is adding fuel in order to compensate for a lean condition by increasing the pulse width. A negative fuel trim value indicates that the PCM 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 PCM selects the cells based on the engine speed and engine load. If the PCM detects an excessively lean or rich condition, the PCM will set a fuel trim diagnostic trouble code (DTC).