Fuel Delivery System
PCM VIN REPROGRAMMINGUSE THE DRB SCAN TOOL TO REPROGRAM THE NEW POWERTRAIN CONTROL MODULE (PCM) WITH THE VEHICLES ORIGINAL IDENTIFICATION NUMBER (VIN) AND THE VEHICLES ORIGINAL MILEAGE. IF THIS STEP IS NOT DONE, A DIAGNOSTIC TROUBLE CODE (DTC) MAY BE SET.
FUEL DELIVERY SYSTEM
The fuel delivery system consists of:
- the fuel pump module containing the electric fuel pump, fuel filter/fuel pressure regulator, fuel gauge sending unit (fuel level sensor) and a separate fuel filter located at bottom of pump module
- fuel tubes/lines/hoses
- quick-connect fittings
- fuel injector rail
- fuel injectors
- fuel tank
- fuel tank filler tube cap
- accelerator pedal
- throttle cable
Fuel is returned through the fuel pump module and back into the fuel tank through the fuel filter/ fuel pressure regulator. A separate fuel return line from the engine to the tank is not used.
The fuel tank assembly consists of: the fuel tank, fuel pump module assembly, fuel pump module lock- nut/gasket and two rollover valves (refer to Emission Control System for rollover valve information).
A fuel filler/vent tube assembly using a pressure/vacuum, 1/4 turn fuel filler cap is used. The fuel filler tube contains a flap door located below the fuel fill cap.
Also to be considered part of the fuel system is the evaporation control system. This is designed to reduce the emission of fuel vapors into the atmosphere. The description and function of the Evaporative Control System is found in Emission Control Systems.
Both fuel filters (at bottom of fuel pump module and within fuel pressure regulator) are designed for extended service. They do not require normal scheduled maintenance. Filters should only be replaced if a diagnostic procedure indicates to do so.
FUEL PUMP MODULE
Fig.1 Top View Of Fuel Pump Module:
Fig.2 Fuel Pump Module Components (Typical Pump Module Shown):
The fuel pump module on all models is installed in the top of the fuel tank (Fig. 1). The fuel pump module contains the following components (Fig. 2):
- A combination fuel filter/fuel pressure regulator
- Electric fuel pump
- Fuel pump reservoir
- A separate fuel pick-up filter (strainer)
- Fuel gauge sending unit (fuel level sensor)
- Fuel supply line connection at filter/regulator
- A plastic threaded locknut to retain pump module to fuel tank
- A gasket between tank flange and module
The fuel gauge sending unit (fuel level sensor), and pick-up filter (at bottom of module) may be serviced separately. If the electrical fuel pump requires service, the entire fuel pump module must be replaced. The fuel filter/fuel pressure regulator may be serviced separately. Refer to Fuel Filter/Fuel Pressure Regulator Removal/installation.
Refer to Fuel Pump, Fuel Filter/Fuel Pressure Regulator and Fuel Gauge Sending Unit.
FUEL PUMP
The fuel pump is located inside of the fuel pump module. A 12 volt, permanent magnet, electric motor powers the fuel pump.
Voltage to operate the electric pump is supplied through the fuel pump relay.
Fuel is drawn in through a filter at the bottom of the module and pushed through the electric motor gearset to the pump outlet.
Check Valve Operation
The pump outlet contains a one-way check valve to prevent fuel flow back into the tank and to maintain fuel supply line pressure (engine warm) when pump is not operational. It is also used to keep the fuel supply line full of gasoline when pump is not operational. After the vehicle has cooled down, fuel pressure may drop to 0 psi (cold fluid contracts), but liquid gasoline will remain in fuel supply line between the check valve and fuel injectors. Fuel pressure that has dropped to 0 psi on a cooled down vehicle (engine OFF) is a normal condition. Refer to the Fuel Pressure Leak Down Test for more information.
FUEL GAUGE SENDING UNIT
The fuel gauge sending unit (fuel level sensor) is attached to the side of the fuel pump module. The sending unit consists of a float, an arm, and a variable resistor track (card).
The fuel pump module has 4 different circuits (wires). Two of these circuits are used for the fuel gauge sending unit for fuel gauge operation, and for certain OBD II emission requirements. The other 2 wires are used for electric fuel pump operation.
Fuel Gauge Operation
A constant current source of about 32 mA is supplied to the resistor track on the fuel gauge sending unit. This is fed directly from the Powertrain Control Module (PCM). The resistor track is used to vary the voltage depending on fuel tank float level. As fuel level increases, the float and arm move up, which decreases voltage. As fuel level decreases, the float and arm move down, which increases voltage. The varied voltage signal is returned back to the PCM through the sensor return circuit. Output voltages will vary from about 0.6 volts at FULL, to about 8.6 volts at EMPTY (Jeep models), or, about 7.0 volts at EMPTY (Dodge Truck models). NOTE: For diagnostic purposes, this voltage can only be verified with the fuel gauge sending unit circuit closed (i.e. having all of the sending units electrical connectors connected).
Both of the electrical circuits between the fuel gauge sending unit and the PCM are hard-wired (not multi-plexed). After the voltage signal is sent from the resistor track, and back to the PCM, the PCM will interpret the resistance (voltage) data and send a message across the multi-plex bus circuits to the instrument panel cluster. Here it is translated into the appropriate fuel gauge level reading. Refer to Instrument Panel for additional information.
OBD II Emission Monitor Requirements
The PCM will monitor the voltage output sent from the resistor track on the sending unit to indicate fuel level. The purpose of this feature is to prevent the OBD II system from recording/setting false misfire and fuel system monitor diagnostic trouble codes. The feature is activated if the fuel level in the tank is less than approximately 15 percent of its rated capacity. If equipped with a Leak Detection Pump (EVAP system monitor), this feature will also be activated if the fuel level in the tank is more than approximately 85 percent of its rated capacity.
FUEL FILTER/FUEL PRESSURE REGULATOR
Fig.3 Fuel Filter/Regulator (Side View):
A combination fuel filter and fuel pressure regulator (Fig. 3) is used on all engines. It is located on the top of the fuel pump module. A separate frame mounted fuel filter is not used with any engine.
Both fuel filters (at bottom of fuel pump module and within fuel pressure regulator) are designed for extended service. They do not require normal scheduled maintenance. Filters should only be replaced if a diagnostic procedure indicates to do so.
Fuel Pressure Regulator Operation
The pressure regulator is a mechanical device that is not controlled by engine vacuum or the powertrain control module (PCM).
The regulator is calibrated to maintain fuel system operating pressure of approximately 339 kPa ± 34 kPa (49.2 psi ± 5 psi) at the fuel injectors. It contains a diaphragm, calibrated springs and a fuel return valve. The internal fuel filter (Fig. 3) is also part of the assembly.
Fuel is supplied to the filter/regulator by the electric fuel pump through an opening tube at the bottom of filter/regulator (Fig. 3).
The regulator acts as a check valve to maintain some fuel pressure when the engine is not operating. This will help to start the engine. A second check valve is located at the outlet end of the electric fuel pump. Refer to Fuel Pump.Description and Operation for more information. Also refer to the Fuel Pressure Leak Down Test and the Fuel Pump Pressure Tests.
If fuel pressure at the pressure regulator exceeds approximately 49.2 psi, an internal diaphragm opens and excess fuel pressure is routed back into the tank through the bottom of pressure regulator.
FUEL TANK
The fuel tank is constructed of a plastic material. Its main functions are for fuel storage and for placement of the fuel pump module.
All models pass a full 360 degree rollover test without fuel leakage. To accomplish this, fuel and vapor flow controls are required for all fuel tank connections.
A rollover valve(s) is mounted into the top of the fuel tank (or pump module). Refer to Emission Control System for rollover valve information.
An evaporation control system is connected to the rollover valve(s) to reduce emissions of fuel vapors into the atmosphere. When fuel evaporates from the fuel tank, vapors pass through vent hoses or tubes to a charcoal canister where they are temporarily held. When the engine is running, the vapors are drawn into the intake manifold. Certain models are also equipped with a self-diagnosing system using a Leak Detection Pump (LDP). Refer to Emission Control System for additional information.
FUEL INJECTORS
Fig.4 Fuel Injector (Typical):
An individual fuel injector (Fig. 4) is used for each individual cylinder.
The top (fuel entry) end of the injector (Fig. 4) is attached into an opening on the fuel rail.
The fuel injectors are electrical solenoids. The injector contains a pintle that closes off an orifice at the nozzle end. When electric current is supplied to the injector, the armature and needle move a short distance against a spring, allowing fuel to flow out the orifice. Because the fuel is under high pressure, a fine spray is developed in the shape of a pencil stream. The spraying action atomizes the fuel, adding it to the air entering the combustion chamber.
The nozzle (outlet) ends of the injectors are positioned into openings in the intake manifold just above the intake valve ports of the cylinder head. The engine wiring harness connector for each fuel injector is equipped with an attached numerical tag (INJ 1, INJ 2 etc.). This is used to identify each fuel injector.
The injectors are energized individually in a sequential order by the powertrain control module (PCM). The PCM will adjust injector pulse width by switching the ground path to each individual injector ON and OFF. Injector pulse width is the period of time that the injector is energized. The PCM Will adjust injector pulse width based on various inputs it receives.
Battery voltage is supplied to the injectors through the ASD relay.
The PCM determines injector pulse width based on various inputs.
FUEL RAIL
Fig.5 Fuel Rail (Typical):
The fuel injector rail is used to attach the fuel injectors to the engine. It is mounted to the engine (Fig. 5).
High pressure from the fuel pump is routed to the fuel rail. The fuel rail then supplies the necessary fuel to each individual fuel injector.
A fuel pressure test port is located on the fuel rail. A quick-connect fitting with a safety latch clip is used to attach the fuel line to the fuel rail.
The fuel rail is not repairable.
CAUTION: The left and right sections of the fuel rail are connected with a flexible connecting hose. Do not attempt to separate the rail halves at this connecting hose. Due to the design of this connecting hose, it does not use any clamps. Never attempt to install a clamping device of any kind to the hose. When removing the fuel rail assembly for any reason, be careful not to bend or kink the connecting hose.
FUEL TANK FILLER TUBE CAP
The plastic fuel tank filler tube cap is threaded onto the end of the fuel fill tube. Certain models are equipped with a 1/4 turn cap.
The loss of any fuel or vapor out of fuel filler tube is prevented by the use of a pressure-vacuum fuel fill cap. Relief valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary This is in order for the system to remain effective.
CAUTION: Remove fill cap before servicing any fuel system component to relieve tank pressure. If equipped with a California emissions package and a Leak Detection Pump (LDP), the cap must be tightened securely. If cap is left loose, a Diagnostic Trouble Code (DTC) may be set.
FUEL TUBES/LINES/HOSES AND CLAMPS
Also refer to Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).BEFORE SERVICING ANY FUEL SYSTEM HOSES,FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE MUST BE RELEASED. REFER TO THE FUEL SYSTEM PRESSURE RELEASE PROCEDURE.
The lines/tubes/hoses used on fuel injected vehicles are of a special construction. This is due to the higher fuel pressures and the possibility of contaminated fuel in this system. If it is necessary to replace these lines/tubes/hoses, only those marked EFM/EFI may be used.
If equipped: The hose clamps used to secure rubber hoses on fuel injected vehicles are of a special rolled edge construction. This construction is used to prevent the edge of the clamp from cutting into the hose. Only these rolled edge type clamps may be used in this system. All other types of clamps may cut into the hoses and cause high-pressure fuel leaks.
Use new original equipment type hose clamps.
QUICK-CONNECT FITTINGS
Different types of quick-connect fittings are used to attach various fuel system components, lines and tubes. These are: a single-tab type, a two-tab type or a plastic retainer ring type. Some are equipped with safety latch clips. Some may require the use of a special tool for disconnection and removal. Refer to Quick-Connect Fittings Remova1/Installation for more information.
CAUTION: The interior components (O-rings, clips) of quick-connect fittings are not serviced separately, but new plastic spacers are available for some types. If service parts are not available, do not attempt to repair the damaged fitting or fuel line (tube). If repair is necessary, replace the complete fuel line (tube) assembly.