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 tank filler pipe is equipped with a turn to vent screw on the type cap which incorporates a ratchet action in order to prevent over-tightening. The turn to vent feature allows the fuel tank pressure relief prior to removal. Instructions for proper use are imprinted on the cap cover. A vacuum safety relief valve is incorporated into this cap. 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 primary fuel tank module is located inside of the right side of the fuel tank and contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. The primary fuel tank module also consists of the following major components:

The secondary fuel tank module is located inside of the left side of the fuel tank. The secondary fuel tank module consists of the following major components:

An electric turbine style fuel pump (2) attaches to the primary fuel tank module inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter (1), past the fuel pressure regulator, and through the fuel feed pipe to the Fuel Injection System. The fuel pump delivers a constant flow of fuel to the engine even during low fuel conditions and aggressive vehicle maneuvers. The control module controls the electric fuel pump operation through a fuel pump relay.

The primary jet pump (1) is located in the primary fuel tank module. Fuel pump flow loss, caused by vapor expulsion in the pump inlet chamber, is diverted to the primary jet pump and the secondary jet pump (2) through a restrictive orifice located on the pump cover. The primary jet pump fills the reservoir of the primary fuel tank module.

The secondary jet pump (1) creates a venturi action which causes the fuel to be drawn from the secondary side of the fuel tank, through the transfer pipe, to the primary side of the fuel tank.

The strainers act as a coarse filter to perform the following functions:

Fuel stoppage at the strainer indicates that the fuel tank contains an abnormal amount of sediment or water. Therefore, the fuel tank will need to be removed and cleaned, and the filter strainer should be replaced.

The fuel filter (1) is located in the primary fuel tank module. The paper filter element traps particles in the fuel that may damage the fuel injection system. The filter housing is made to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature.

The fuel pressure regulator is integrated into the fuel filter cover on the primary fuel tank module. The fuel pressure regulator is a diaphragm-operated relief valve and uses a spring with a preset tension and a stainless steel ball inserted into a precision ground seat in order to regulate fuel pressure. The fuel pressure regulator also has a T-joint that diverts the needed fuel to the fuel rail with the unused fuel dropping back into the reservoir of the primary fuel tank module. A software bias compensates the injector on-time because the fuel pressure regulator is not referenced to manifold vacuum. The injector pulse width varies with the signal from the mass air flow (MAF)/intake air temperature (IAT) sensor. This type of fuel pressure regulator is not serviceable.

With the engine running at idle, the system fuel pressure at the pressure test connection should be between 380-410 kPa (55-60 psi). With the system pressurized and the pump OFF the pressure should stabilize and hold. If the pressure regulator supplies a fuel pressure which is too low or too high, a driveability condition will result.

The on-board refueling vapor recovery (ORVR) system is an on-board vehicle system to recover fuel vapors during the vehicle refueling operation. The flow of liquid fuel down to the fuel tank filler neck provides a liquid seal. The purpose of ORVR is to prevent refueling vapor from exiting the fuel tank filler neck. The ORVR components are listed below, with a brief description of their operation:

The EVAP line extends from the fuel tank vent valve to the EVAP canister and into the engine compartment. The EVAP line is made of nylon and connects to the EVAP canister with a quick connect fitting.

The fuel rail consists of 3 parts:

The fuel rail is mounted on the intake manifold and distributes the fuel to each cylinder through the individual injectors.

The fuel injector is a solenoid device that is controlled by the ECM. When the ECM energizes the injector coil (4), a normally closed ball valve (1) opens, allowing the fuel to flow past a director plate (3) to the injector outlet. The director plate has holes that control the fuel flow, generating a dual conical spray pattern of finely atomized fuel at the injector outlet (2). The fuel from the outlet is directed at both of the intake valves, causing the fuel to become further vaporized before entering the combustion chamber.

The fuel injectors will cause various driveability conditions if the following conditions occur:

The fuel pump relay allows the ECM to energize the fuel pump. The ECM enables the fuel pump whenever the crankshaft position (CKP) sensor pulses are detected.

The engine is fueled by six individual injectors, one for each cylinder, that are controlled by the ECM. The ECM controls each injector by energizing the injector coil for a brief period once every other engine revolution. The length of this brief period, or pulse, is carefully calculated by the ECM to deliver the correct amount of fuel for proper driveability and emissions control. The period of time when the injector is energized is called the pulse width and is measured in milliseconds, thousandths of a second.

While the engine is running, the ECM is constantly monitoring the inputs and recalculating the appropriate pulse width for each injector. The pulse width calculation is based on the injector flow rate, mass of fuel the energized injector will pass per unit of time, the desired air/fuel ratio, and actual air mass in each cylinder and is adjusted for battery voltage, short term, and long term fuel trim. The calculated pulse is timed to occur as each cylinders intake valves are closing to attain largest duration and most vaporization.

Fueling during a crank is slightly different than fueling during an engine run. As the engine begins to turn, a prime pulse may be injected to speed starting. As soon as the ECM can determine where in the firing order the engine is, the ECM begins pulsing the injectors. The pulse width during the crank is based on the coolant temperature and the engine load.

The fueling system has several automatic adjustments in order to compensate for the differences in the fuel system hardware, the driving conditions, the fuel used, and the vehicle aging. The basis for the fuel control is the pulse width calculation that is described above. Included in this calculation are an adjustment for the battery voltage, the short term fuel trim, and the long term fuel trim. The battery voltage adjustment is necessary since the changes in the voltage across the injector affect the injector flow rate. The short term and the long term fuel trims are fine and gross adjustments to the pulse width that are designed in order to maximize the driveability and emissions control. These fuel trims are based on the feedback from the oxygen sensors in the exhaust stream and are only used when the fuel control system is in a Closed Loop operation.

Under certain conditions, the fueling system will turn OFF the injectors for a period of time. This is referred to as fuel shut-off. Fuel shut-off is used in order to improve traction, save fuel, improve emissions, and protect the vehicle under certain extreme or abusive conditions.

In case of a major internal problem, the ECM may be able to use a back-up fuel strategy for limp in mode that will run the engine until service can be performed.

The ECM controls the fuel injectors based on information that the ECM receives from several information sensors. Each injector is fired individually in the engine firing order, which is called sequential fuel injection. This allows precise fuel metering to each cylinder and improves the driveability under all of the driving conditions.

The ECM has several operating modes for fuel control, depending on the information that has been received from the sensors.

When the ECM detects reference pulses from the CKP sensor, the ECM will enable the fuel pump. The fuel pump runs and builds up pressure in the fuel system. The ECM then monitors the MAF, IAT, engine coolant temperature (ECT), and the throttle position (TP) sensor signal in order to determine the required injector pulse width for starting.

If the engine is flooded with fuel during starting and will not start, the Clear Flood Mode can be manually selected. To select Clear Flood Mode, push the accelerator to wide open throttle (WOT). With this signal, the ECM will completely turn OFF the injectors and will maintain this stage as long as the ECM indicates a WOT condition with engine speed below 1,000 RPM.

The Run Mode has 2 conditions: Open Loop operation and Closed Loop operation. When the engine is first started and the engine speed is above 480 RPM, the system goes into Open Loop operation. In Open Loop operation, the ECM ignores the signals from the oxygen sensors and calculates the required injector pulse width based primarily on inputs from the MAF, IAT and ECT sensors.

In Closed Loop, the ECM adjusts the calculated injector pulse width for each bank of injectors based on the signals from each oxygen sensor.

The ECM monitors the changes in the TP and the MAF sensor signals in order to determine when the vehicle is being accelerated. The ECM will then increase the injector pulse width in order to provide more fuel for improved performance.

The ECM monitors changes in TP and MAF sensor signals to determine when the vehicle is being decelerated. The ECM will then decrease injector pulse width or even shut OFF injectors for short periods to reduce exhaust emissions, and for better (engine braking) deceleration.

The ECM can compensate in order to maintain acceptable vehicle driveability when the ECM sees a low battery voltage condition. The ECM compensates by performing the following functions:

The ECM has the ability to completely turn OFF all of the injectors or selectively turn OFF some of the injectors when certain conditions are met. These fuel shut-off modes allow the ECM to protect the engine from damage and also to improve the vehicles driveability.

The ECM will disable all of the six injectors under the following conditions:

The ECM will selectively disable the injectors under the following conditions: