The fuel supply system consists of the following components:
The fuel tank is held in place by 2 metal straps. Anti-squeak pieces are used on top of the tank to reduce rattles.
In order to help prevent refueling with leaded gasoline, the fuel filler neck on a gasoline engine vehicles has a built-in restrictor and deflector. The opening in the restrictor will only admit the smaller unleaded gas nozzle spout, which must be fully inserted to bypass the deflector.
Attempted refueling with a leaded gas nozzle or failure to fully insert the unleaded gas nozzle results in gasoline splashing back out of the filler neck.
The fuel tank filler neck is equipped with a tethered fuel tank filler cap. Turn the cap counterclockwise in order to remove. A built-in torque-limiting device prevents overtightening. In order to install the cap, turn the cap clockwise until a clicking noise is heard. The clicking is a signal to the operator that the correct torque has been reached and the cap is fully seated.
The fuel balance control system consists of the following components:
On vehicles with dual tanks, the front tank is the main and the rear tank is the auxiliary. The main fuel balance pump supplies fuel to the fuel injection unit. The low pressure (about 32 kPa or 7 psi) fuel balance pump is used only to transfer fuel from the auxiliary tank to the main tank in order to balance the fuel levels in both tanks. As the main tank level drops to about 25% below the level in the auxiliary tank, the fuel sender and balance module energizes the fuel pump relay. This pumps the fuel from the auxiliary tank to the main tank. When the level in the main tank reaches a level slightly higher than the level in the auxiliary tank, or the auxiliary tank is empty, the module de-energizes the balance pump relay and fuel pump. Any malfunction in either of the fuel gage circuits will disable the system and the fuel will not be transferred from the main fuel tank to the auxiliary fuel tank.
The fuel sender assembly is located inside the fuel tank and attaches to the top of the fuel tank.
The fuel sender assembly consists of the following major components:
The fuel pump is a high pressure rollervane type, electric pump, which mounts in the fuel tank. Fuel is pumped, at a specified flow and pressure from the fuel pump, through the in-line filter to the pressure regulator in the fuel injection unit. Excess fuel is returned to the fuel tank through the fuel return line.
The fuel pump attaches to the fuel sender assembly. A fuel strainer attaches to the fuel pump inlet. The strainer prevents dirt particles from entering the fuel line. A ceramic resistor card for the fuel level sensor is also attached to the outside of the sender assembly. The function of the ceramic resistor card is to vary the resistance, depending on the position of the float and to send a signal to the fuel gage via the VCM. The modular fuel sender assembly is serviced as a complete assembly. The only serviceable components on the modular unit are the strainer, fuel level sensor, and the OBD II fuel tank pressure sensor.
A woven plastic filter attaches to the lower end of the fuel pump in the fuel tank. The functions of the strainer are to filter contaminants and to wick fuel.
The life of the fuel pump strainer is generally considered to be that of the fuel pump. The fuel pump 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. In which case the fuel tank should have a thorough cleaning. If the fuel strainer is plugged, replace the strainer with a new fuel pump strainer.
A steel or plastic in-line fuel filter is used in the fuel feed pipe ahead of the fuel injection system. The filter element is made of paper and is designed to trap particles in the fuel that may cause damage to the injection system. The filter housing is constructed to withstand maximum fuel system pressure, exposure to fuel additives and changes in temperature.
Caution: In order to Reduce the Risk of Fire and Personal Injury: • If nylon fuel pipes are nicked, scratched or damaged during installation, Do Not attempt to repair the sections of the nylon fuel pipes. Replace them. • When installing new fuel pipes, Do Not hammer directly on the fuel harness body clips as it may damage the nylon pipes resulting in a possible fuel leak. • Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more than 90°C (194°F) for any extended period. • Before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe ends. This will ensure proper reconnection and prevent a possible fuel leak. (During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated.)
Nylon fuel pipes are designed to perform the same job as the steel or rubber fuel tubes they replace. Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives and changes in temperature. There are two sizes used: 3/8 in. ID for the fuel feed and 5/16 in. ID for the fuel return.
The fuel feed and return pipes are assembled as a harness. Retaining clips hold the pipes together and provide a means for attaching the pipes to the vehicle. Quick-connect type fittings are used at the fuel tank ends of the fuel feed/return pipes and at the in-line fuel filter. They are described below. Sections of the pipes that are exposed to chafing, high temperature or vibration are protected with a heat resistant rubber hose and/or corrugated plastic conduit.
Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if forced into sharp bends, nylon pipes will kink and restrict fuel flow. Once exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Special care should be taken when working on a vehicle with nylon fuel pipes.
Quick-connect type fittings provide a simplified means of installing and connecting the fuel system components. The quick-connect fittings consists of a female socket and a compatible male connector. O-rings, located inside the female socket, provide the fuel seal. Integral locking tabs or fingers hold the fittings together. The metal collar quick-connect fittings have locking tabs that require a special tool to release.
The fuel feed and return pipe threaded connections at the fuel injection unit are sealed with replaceable O-ring seals. These O-ring seals are made of special material and should only be serviced with the correct service part.
When the key is turned ON with out the engine running, the control module turns a fuel pump relay ON for two seconds. This builds up fuel pressure quickly. If the engine is not started within two seconds, the control module shuts the fuel pump OFF and waits until the engine starts. As soon as the engine is cranked, the control module turns the relay ON and runs the fuel pump. When the engine is cranking or running, the control module receives the Crankshaft Position (CKP) sensor reference pulses which in turn energize the fuel injectors. As a backup system to the fuel pump relay, the fuel pump can also be turned ON by a fuel pump oil pressure switch. When the engine oil pressure reaches about 28 kPa (4 psi), and the fuel pump relay does not complete the circuit, the fuel pump oil pressure switch will close to complete the circuit to run the fuel pump. An inoperative fuel pump relay can result in long cranking times, particularly if the engine is cold.
The accelerator control system is a control cable type attached at one end to an accelerator pedal assembly. On the other end is the throttle valve.
