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Varian Evaporator. CHA Industries Mark Temescal FC Evaporator. Canon PLA F crated Coppy MHY Plating. Semitool SD Spin Dryer. Technic Inc. Strainers may be duplicated - one on the module inlet and one on the pump inlet - up to four strainers may be used on current applications; the extra ones for the jet pump and return. Two types of these systems are now in use: With the pressure regulator placed between the pump outlet and the external fuel lter - the potential drawback of this system is that the lter will become more restrictive over its service life, with a potential system pressure drop at the injectors at high ow rates.
This type of system may have a a lter with a service life of 80, to , km integrated into the pump module in the tank, or b a conventional lter mounted adjacent to the tank, with a short line from a T- or Y-piece after the lter engine side back into the tank to the regulator.
Fuel pump modules are made in a variety of congurations and may incorporate any pump type and style, but all share the same purpose: to ensure the quality and quantity of the fuel available to the main system ow pump. By routing the return line with its clean, pre-ltered fuel into the module cavity, the quality of the fuel supplied to the pump is greatly improved.
And by containing the slightly hotter return fuel in the module, the greater quantity of fuel in the tank remains cooler, reducing evaporative emissions.
By consistently maintaining an adequate quantity of fuel to supply the pressure pump, engine performance problems associated with fuel surge on corners and inclines is prevented, and the tank doesnt have to be as extensively bafed. The main advantage of returnless systems is the reduction by up to 10 o C - in fuel temperature in the fuel tank, reducing fuel vaporisation by approximately one third and thereby reducing potential evaporative emissions as legislative regulators impose ever more stringent emissions requirements.
By integrating the fuel pump, jet pump, pressure regulator, main lter, and fuel gauge sender unit, if possible, into one compact unit within a plastic fuel tank, vehicle manufacturers are able to maximise the fuel system efciency whilst minimising emissions and reducing costs. The pipe 7. The fuel lter is replaced every , km. Like several other vehicle systems, fuel supply system design has moved toward the use of pre-assembled modules that can be quickly tted to a vehicle in production.
Modular vehicle assemblies now include: Instrument panel, or complete dash assembly Inlet manifold, throttle body, fuel rail, injectors, sensors and associated components Fuel tank, fuel pump, fuel lter, fuel pressure regulator, fuel gauge sender and associated components This method allows a module to be simply bolted to the vehicle and connected usually with quick-connection ttings - to the relevant vehicle usually semi-rigid plastic pipes and electrical systems.
Developments in fuel pumps have included: The development of pumps able to effectively operate in a variety of biofuel fuel blends. Bearing and bush materials in wet electric pump motors may require changes, due to the changed nature of the fuels lubricating properties.
Metal components, and the nish of metal components, must be made more tolerant of the hygroscopic nature of these fuel blends to prevent corrosion and pitting.
Carbon-faced commutators are frequently used to prevent the tarnishing caused by high alcohol-content fuels. The development of smart fuel pumps allowing for the removal of the pressure regulator. Whereas conventional EFI pumps operate at a relatively constant speed, effective pump supply voltage control and fuel pressure sensing allow smart pumps to supply on demand only the fuel actually required by the engine, at the pressure required.
Pump voltage is varied by a timing module activated by the engines ECU - the mechanical fuel pressure regulator is replaced by a low pressure sensor and closed control loop in the engines ECU. Benets include reduced fuel temperatures and vapour generation , reduced fuel consumption, greater control of fuel pressure for hot and cold starting and extension of the range of injector fuel metering for forced induction engines.
Another development in vehicle fuel systems will involve vapour recovery mechanisms during the tank lling operation to reduce or eliminate, if possible fuel vapour emissions into the atmosphere. Module reservoir 2. Fuel pump strainer 3. Fuel pump 4. Fuel lter assembly 5. Fuel out to engine 6. Fuel return line 7. Fuel feed pipe 8.
Transfer jet pump 9. Fuel passage Module cover 2. Spring 3. Guide 4. Retaining circlip 5. Fuel lter assembly 6. Fuel pressure regulator 7. Pressure regulator holder 8. Fuel pump and strainer 9. One-way valve Module jet pump Module reservoir Fuel level sender In order of effectiveness, the alternative choices are: 1.
In-tank module Advantages: compact; latest quieter, moderate contaminant-tolerant, long lasting pump types; excellent fuel supply and vapour separation; no extra tank bafing required; incorporates fuel gauge level sender. Disadvantages: may be difcult to t; relatively high initial cost. In-tank high pressure pump Advantages: compact; latest pump types available; excellent vapour separation capability; can generally incorporate fuel gauge level sender. Disadvantages: may be difcult to t; relatively high initial cost; requires swirl pot which may be difcult to t; may require improved tank bafing.
Two pump system in-tank low pressure pump Advantages: effective fuel supply and vapour separation; may incorporate fuel gauge level sender. Disadvantages: older generation, noisier, contaminant-susceptible pumps; relatively complicated; relatively expensive two pumps, brackets, etc ; in-tank pump requires swirl pot which may be difcult to t; may require extra tank bafing; may require pulse damper.
Two pump system external low pressure pump Advantages: effective fuel supply and vapour separation. Disadvantages: older generation pumps; complicated; expensive; requires fabricated external swirl pot; may be difcult to t space ; may require pulse damper. Single external in-line pump Advantages: wide choice of older generation pump styles but only one type ; relatively inexpensive; uncomplicated; easy to t.
Disadvantages: older generation pumps; no vapour separation capability; tank-to-pump inlet should be upsized; may require pulse damper. In reverse order, the above is indicative of the evolution of common original equipment EFI systems, e. As with most projects, the greater the initial effort; the greater the long term results.
To determine the required effective fuel ow for most modied engines, a conservative rule of thumb is: Multiply the maximum developed power of the engine in kilowatts by 0. Alternatively, multiply a known effective pump ow rate in litres per hour by 2. Note that the power of the engine measured at the engine is used for this calculation horsepower x 0.
The following chart gives some idea of the variables: From the above it may be seen that this pump would be suitable for an engine developing up to kW with a maximum EFI system pressure of kPa if the pump voltage is A drop of more than one volt between the battery and a running pump requires investigation and rectication. Inefciencies in installations such as undersized or excessively long fuel lines, restrictive ttings and acute bends will reduce the effective ow at the engine effective ow can only be accurately measured at the engine on a fuel system as installed.
The Australian oil industry was deregulated in August , also allowing fuels to be sourced from suppliers other than the traditional major reneries. In the previous year, funny fuel was starting to become widespread and by , fuel-substitution as it was now called, reached epidemic proportions.
To avoid paying high customs and excise duties, some Australian fuel importers, distributors and resellers had begun adding large proportions of low or no-excise non-transport fuels such as kerosene and heating oils, no-excise non-fuel petroleum products generally solvents such as benzene, toluene and xylene and excessive amounts of ethanol to petrol and diesel, and selling the resultant blends as transport fuels. Depending on the type and amounts of substances used, these fuels created vehicle operational problems such as general poor performance, poor hot or cold starting, hesitation, pre-ignition, detonation, fuel vaporisation and poor fuel economy.
They also created fuel system component durability problems - elastomers e. Excessive ethanol also caused metal components e. Because of the increasing incidence of adulterated fuel, the Federal government introduced the National Fuel Quality Standards Act to come into force from 1 January This was done for two reasons: 1. The government was not collecting transport fuel customs and excise duties on the low and non-dutiable fuel components of the adulterated fuels.
The adulterated fuels were causing drivability problems and material damage to vehicles, and consumers were becoming aggrieved. Since there were no standards in place for fuels, it was not an offence to change the recipe of any fuel this was legal if the appropriate duties had been paid on the substances used but the new Standard prescribed heavy penalties for anyone individual or corporation found to have altered vehicle fuel in any way.
The subsequent Fuel Standard Petrol Determination set standards for fuel properties to progressively in some cases come into effect from 1 January Levels of sulphur, aromatics, olens and oxygenates have been progressively reduced in the Determinations forward schedules, or in later amendments.
See Dual fuel- equipped vehicles page Fuel must vaporise readily to allow easy starting and driveability. Fuels are blended to suit the climatic location, altitude and season in which they are to be used a fuel intended for Brisbane in summer will typically have an RVP of 76 kPa, whereas a fuel for Sydney in summer will have an RVP of around 72 kPa.
FVI is calculated from the sum of a fuels RVP and the percentage of fuel evaporated during a distillation test at 70 o C. The plot of the evaporation temperature versus the volume distilled is known as the distillation curve. Note: Because the normal rate of fuel use in petrol-only vehicles avoids fuel volatility mismatching, it can occur in dual-fuel vehicles that are operated almost exclusively on LPG.
The longer a fuel is stored, the lower its RVP. See Dual fuel-equipped vehicles page Biofuels Ethanol Whereas the fuel-substitution rackets are driven by the fuel suppliers desire to reduce the cost of fuels, biofuels are seen as a way of producing not only cost-effective fuels at a time of increased costs for traditional non-renewable oil and therefore petrol and diesel fuels , but also environmentally responsible fuels at a time of increasing calls to use renewable energy sources, and to reduce vehicle pollutants and greenhouse gas emissions.
Ethanol C 2 H 5 OH is an alcohol in fact, the alcohol. Materials used overseas include sugarcane, molasses cereal grains, sorghum and waste starch.
Emerging technology will be able to produce ethanol from lignocellulosic feedstocks such as crop waste, wood bre straw and grass. Waste oil has also been suggested as a source for ethanol. Whilst some of the later fuel complaints involved fuel with excessive for the application amounts of ethanol, fuel sellers are still being caught with fuels having excessive amounts of allowed, and banned, fuel substances. ETBE is an octane-enhancing fuel oxygenate produced from usually biologically derived ethanol and is sometimes used as an alternative to methyl tertiary butyl ether MTBE.
E10 fuel is currently available at over service stations of about 6, across Australia. Because there are discrepancies in the level of ethanol-enhanced fuel tolerance of vehicles not just between manufacturers, but between the various models of individual manufacturers there is no rule of thumb.
This also applies to current new vehicles. Vehicles produced before leaded fuel are generally regarded as not being suitable for operation on E10 for both operational and material durability reasons.
EFI-equipped vehicles without closed loop mixture control are unsuitable for operational reasons at least. Generally, vehicles with carburettors or mechanical fuel injection systems cant be safely run on E10 for both operational and material durability reasons. In all cases, the vehicle manufacturer for locally produced vehicles , or importer, is the nal authority on whether a vehicle can or cant be safely operated on any biofuel.
Usually, manufacturers will declare that older models cannot be satisfactorily run on ethanol-enhanced fuel because they do not know if they can or not - when these vehicles were new ethanol-enhanced fuel was not an issue, so they were never tested for compatibility.
By recommending that these models should not be operated on ethanol-enhanced fuel, vehicle manufacturers avoid liability issues should an adverse effect arise. Petrols cooling and lubricating properties are reduced with fuel oxidisation and the resultant gum residues increase friction in fuel pumps, particularly positive displacement pumps which use very small clearances in their high pressure pumping elements.
Higher pump motor loads and pump operating temperatures are the inevitable result. Oxidised fuel may also adversely affect seals and certain plastics anywhere in the fuel system and may even attack the solder used on electrical connections within the pump! At the same ow rate, 10 litres would be cycled every 5 minutes - any heat transferred to this small quantity of fuel could not be effectively dissipated, particularly if the pump were operating continuously.
The oxidisation process is accelerated by heat and evaporation. Fuel contaminants are also more concentrated and cycled at a greater rate, further reducing pump life. Most vehicle manufacturers that offer factory dual fuel vehicles require them to be operated with a MINIMUM of a quarter tank of petrol. It is considered good practice even on petrol-only vehicles to NOT operate a vehicle with a low fuel level in the tank. The greater the air space in a fuel tank, the greater the tendency for water and other vapours to condense and form corrosive and contaminant substances.
The problem will become chronic if the vehicle is consistently operated with a low fuel tank level. The petrol must be used at a rate which will prevent oxidisation and gum residue formation it is not enough to occasionally use a small amount of petrol and keep the tank quarter-lled. Mitsubishi states Regularly run for a limited period on petrol e. As a guide, use a minimum of 25 litres of petrol each month for dual fuelled Magnas.
Ford states that It is also necessary to run the engine on petrol at regular intervals say weekly and for a minimum of 20 litres to be used each km of vehicle travel for their EF and EL Falcon dual fuel vehicles.
The petrol pump must be operated periodically to cycle the fuel, but should not operate continuously - the petrol must be cycled to prevent the build up of gum residues in the entire petrol fuel system, not just the pump - lters, injectors and pressure regulators may all be affected. Pumps are more at risk because copper as used in motor commutators and brass tubes, brush holders are catalysts for petrol oxidisation - the petrol in the pump will oxidise more quickly than in the rest of the system if it is not cycled.
The commutators of wet motor electric fuel pumps on dual fuel vehicles operated on oxidised fuels containing ethanol are more at risk due to the tarnishing effect of ethanol on copper.
Although all fuels contain corrosion inhibitors, their effectiveness is reduced by the oxidising process. Operating the vehicle on each day of use is considered good practice - most current dual fuel systems start the vehicle on petrol no petrol: no start and the pump is periodically energised for a short period while operating on gas. Operating the pump continuously while running on gas is both wasteful - the pumps life will be same whether running on gas or petrol, and potentially dangerous - if the pump fails, but still has power supplied to it, the consequences could be catastrophic.
Vehicles tted with dual fuel systems which do not employ an effective petrol pump control system and which, more importantly, are operated principally frequently exclusively on gas, may create a situation where the pump will overheat to such a degree that it may catch re and burn - not just melt - the plastic brush housing in the pump.
This will occur where the pump is operating continuously in oxidised petrol while the vehicle is running on LPG - the pumps normal early signs of distress lack of vehicle performance will go unnoticed until its too late. The same will hold true if the fuel in the tank - even fresh fuel in sufcient quantity - is heavily contaminated with any foreign material, i.
EFI fuel pump installation precautions The installation of a new fuel injection fuel pump seems to be a simple enough job for anyone to handle what could be easier than disconnecting a couple of fuel lines and electrical terminals, removing the pump from its bracket and tting a new pump? Yet EFI fuel pumps can be fatally damaged by failing to observe a few simple precautions: Sounds simple enough, yet by failing to observe a few simple precautions, the result can be less than effective.
Replacing a pump unnecessarily, not rectifying the cause of the failure, or misuse can jeopardise the success of the job. Determine that it is the pump thats failed Check all fuel pump control circuit electrical connections before assuming its the pump.
Replacing a pump thats not faulty is a waste of time, effort and probably money. Proper diagnosis is the key to a successful job and an understanding of the entire fuel injection system is vital. Automotive electrical systems are notorious for bad connections and the older the vehicle, the greater the likelihood of deteriorated or damaged connections.
Treat all non-original electrical connections as suspect. Power the pump momentarily to check if it works. If it does, look for a problem in the power supply circuit. If it is the pump thats failed, determine the cause of failure - if it failed because of dirty or oxidised fuel, or being run dry, just replacing the pump wont cure the problem.
This is particularly important if the pump has failed after a relatively short period of operation. It is good practice to open up the in-line paper EFI lter when replacing the pump.
Remember; any contamination in the lter has been through the pump! Read and understand any tting instructions or notes supplied with the new pump - be sure you know what you are undertaking before attempting to t the new pump. Follow the vehicle makers and supplied instructions. Be sure you know what youre doing if in doubt, nd out the correct procedure.
Instructions supplied with the new pump are supplemental to the vehicle makers specic repair procedures - they are NOT intended to replace basic mechanical knowledge - including fuel injection systems knowledge - or the vehicle makers repair procedures.
Be methodical. Make sure the new pump is correct for the application - pump or performance problems created by departing from Goss catalogued applications are NOT covered by warranty.
If it isnt right; it isnt right. Always replace a pump with one of the correct type - or at least one that will work - otherwise you may end up with a noisy installation.
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