FUEL

FUEL SYSTEM
SYSTEM
FUEL SYSTEM

A. Return fuel system

All model except LC Accent, XD Elantra
and FC Matrix

B. Returnless fuel system

LC Accent
XD Elantra
FC Matrix
RETURN FUEL SYSTEM
GENERAL DIAGRAM

FUEL FILTER FUEL TANK

FUEL PUMP

RETURN
PIPE

PRESSURE
REGULATOR
SURGE TANK

DELIVERY
PIPE

INJECTOR
RETURNLESS FUEL SYSTEM
GENERAL DIAGRAM

FUEL FILTER
FUEL TANK

PRESSURE FUEL PUMP

REGULATOR

DELIVERY
PIPE

INJECTOR
RETURNLESS FUEL SYSTEM
FUEL PUMP MODULE
1.ELIMINATED RETURN LINE (COST DOWN, LIGHT WEIGHT)
2.FUEL PUMP MODULE(PUMP,FILTER,SENDER,CUT VALVE,
PRESS REGULATOR) - INCREASED SAFETY WHEN CRASH

XD Elantra, Matrix :
Returnless fuel + In- F/CUT
tank type filter VALVE
LC Accent :
Returnless fuel + Out- P/REGULATOR
FILTER
tank type filter FUEL PUMP
Santa Fe, Trajet,
EF F/L :
Return fuel + In-tank FUEL
SENDER PRE-FILTER
type filter
FUEL SYSTEM

A. Group Injection
Applicable Vehicles
- Elantra 1.5L
- Excel 1.5L 93-95MY

B. Sequential Injection
Applicable Vehicles
- All other models
GENERAL INFORMATION

Multi Point Injection (MFI) System is a type of Electronic

Control Injection System. It has four injectors installed just
before the inlet valve to inject fuel directly each manifold port
of cylinders. The MFI system is a system that functions to
control the mixture to obtain the optimum ratio ; the engine
operating conditions are determined at the ECM (Electronic
Control Module) according to signals input from various
sensors and as a result, the injectors equipped at the intake
manifold are controlled according to each driving conditions.
The MFI system can be broadly divided into three system : the
fuel control system, the air intake system, and the electronic
control system.
FUEL CONTROL
GENERAL DESCRIPTION
The fuel supply system comprises of solenoid valve type injectors,
delivery pipe, fuel pressure regulator, a motor-driven fuel pump and
the engine control module, which activates and controls the
injectors and fuel pump based on data supplied by various sensors.
After being filtered inside the fuel tank, the fuel is pumped from the
tank and is filtered again by an external filter before it is distributed
to the injectors through the delivery pipes. The pressure of fuel
delivered to the injectors is regulated by the fuel pressure regulator ;
excess fuel after pressure regulation has been performed is
returned to the fuel tank.
The injectors are activated on command from the engine control
module and inject fuel to each intake port of cylinder head
sequentially according to the predetermined ignition order.
FUEL CONTROL

DELIVERY PIPE FUEL TANK FUEL PUMP

FUEL FILTER
PRESSURE
REGULATOR
FUEL INJECTION CONTROL
GENERAL DESCRIPTION
The engine control unit activates the injectors and controls the fuel
injection rate in response to sensor information so that the optimum
air/fuel ratio can be maintained at all times under ever-changing
engine operating conditions. The fuel injection rate is determined by
the injection frequency corresponding to the engine speed and by
the injection duration corresponding to the intake air volume. Fuel is
injected into each cylinder sequentially, and takes place once for
each cylinder every two revolutions of the crankshaft. The injection
duration (namely the injector activation time) is the basic activation
time determined according to the intake air volume of each cylinder,
with corrections applied according to the intake air temperature,
engine coolant temperature and other factors.
FUEL INJECTION CONTROL

AIR FLOW SENSOR

IAT SENSOR FUEL PRESSURE
ECT SENSOR REGULATOR
BARO. SENSOR
IDLE S/W
TP SENSOR ECM
TO FUEL
IGNITION S/W TANK FROM FUEL PUMP
CKP SENSOR
CMP SENSOR
INJECTOR

OXYGEN SENSOR
FUEL INJECTION CONTROL

(FUEL INJECTION TIMING)

The fuel injection timing in multi point fuel injection has two
modes, sequential and simultaneous. In sequential injection, fuel
is injected into each cylinder sequentially throughout the entire
normal operating range including idle. In simultaneous injection,
fuel is injected simultaneously into all cylinders at starting and
acceleration.
1. SEQUENTIAL INJECTION

In sequential injection, the injectors are activated for each

cylinder on the exhaust stroke of the piston.
The No.1 cylinder TDC signal is the reference signal for
sequential injection. The signal represents the compression
stroke in the No.1 cylinder and, with that timing as a reference,
fuel is injected into the cylinders in the order of No.4, No.3, and
No.2. The injection timing in each cylinder is determined with
reference to the 5 BTDC signal from the crank angle sensor
according to varying engine speeds. Fuel is injected in each
cylinder once every two revolutions of the crankshaft.
1.SEQUENTIAL INJECTION
SEQUENTIAL
NO.1 CYLINDER
TDC SIGNAL NO.1 TDC NO.3 TDC NO.4 TDC NO.2 TDC

CMP SIGNAL
85O 55O 85O 15O

CKP SIGNAL
75O 5O 75O 5O 75O 5O 75O 5O

NO.1 CYL. COMP COMBUSTION EXHAUST INTAKE COMP

NO.3 CYL. INTAKE COMPRESSION COMBUSTION EXHAUST INTAKE

NO.4 CYL. EXH. INTAKE COMPRESSION COMBUSTION EXH.

NO.2 CYL. COMB EXHAUST INTAKE COMPRESSION COMB

2. SIMULTANEOUS INJECTION
2.1 Injection upon Start Cranking
During the period immediately following cranking, fuel is first
injected once in synchrony with the 75BTDC signal from the
crank angle sensor.
Thereafter, fuel is injected after a given period of time (40 msecs.)
measured starting with reception of the 5BTDC signal from the
crank angle sensor until the first No.1 cylinder TDC signal is
detected.
After the first No.1 cylinder TDC signal has been detected, fuel is
injected sequentially as described earlier.
If the engine is still cold when the first No.1 cylinder TDC signal is
detected, simultaneous fuel injection is performed as described in
the following.
2.SIMULTANEOUS INJECTION
2.1 INJECTION UPON START CRANKING
START OF
CRANKING NO.4 TDC NO.2 TDC NO.1 TDC NO.3 TDC

CMP SIGNAL

85O 15O 85O 55O

CKP SIGNAL
75O 5O 75O 5O 75O 5O 75O 5O
40msec 40msec

NO.1 CYL. EXHAUST COMPRE. COMBUSTION

INT.
NO.3 CYL. COMBUSTION INTAKE COMPRESSION
EXH.
NO.4 CYL. COMPRESSION COMB EXHAUST INTAKE
INTAKE COMP COMB. EXHAUST
NO.2 CYL.
2.SIMULTANEOUS INJECTION
2.2 FUEL INJECTION DURING COLD START
When cranking a cold engine, fuel is injected into all four
cylinders simultaneously twice every crankshaft revolution,
after a set period of time (40 msecs.) measured starting with
reception of the 5BTDC signal from the crank angle sensor.
NO.1 TDC NO.3 TDC NO.4 TDC NO.2 TDC

CMP SIGNAL
85O 55O 85O 15O
CKP SIGNAL
75O 5O 75O 5O 75O 5O 75O 5O
INJECTION INJECTION INJECTION INJECTION

NO.1 CYL. COMP COMBUSTION EXHAUST INTAKE COMP

NO.3 CYL. INTAKE COMPRESSION COMBUSTION EXHAUST INTAKE
NO.4 CYL. EXH. INTAKE COMPRESSION COMBUSTION EXH.
NO.2 CYL. COMB EXHAUST INTAKE COMPRESSION COMB
2.SIMULTANEOUS INJECTION
2.3 INCREASED FUEL INJECTION DURING ACCELERATION
During acceleration, an increased amount of fuel according to the
degree of acceleration is injected simultaneously into all four
cylinders every 10 msecs., in addition to the sequential injection.
NO.1 TDC NO.3 TDC NO.4 TDC NO.2 TDC

CMP SIGNAL
85O 55O 85O 15O
CKP SIGNAL
75O 5O 75O 5O 75O 5O 75O 5O
INJECTION INJECTION INJECTION
NO.1 CYL. COMP COMBUSTION EXHAUST INTAKE COMP
NO.3 CYL. INTAKE COMPRESSION COMBUSTION EXHAUST INTAKE
NO.4 CYL. EXH. INTAKE COMPRESSION COMBUSTION EXH.
NO.2 CYL. COMB EXHAUST INTAKE COMPRESSION
3. FUEL INJECTION AMOUNT CONTROL(BASIC)

The injector activation duration is determined basically by the

intake air flow signal from the air flow sensor and the crank angle
signal (engine rpm signal). The duration determined this way is
called the "basic activation duration". A correction factor is applied
to the basic duration according to the signals from various
sensors, to obtain the optimum injector activation duration (fuel
injection volume) for various driving conditions.
3. FUEL INJECTION AMOUNT CONTROL(BASIC)

In sequential injection under normal operating conditions, fuel is

injected into each cylinder once every cycle (i.e., two crankshaft
revolutions).
The injector activation duration required to inject the amount of
fuel that achieves the stoichiometric air-fuel ratio(14.7:1) with
regard to the amount of air admitted during one cycle in each
cylinder is called the "basic injector activation duration".
The amount of air admitted to each cylinder during one cycle is
calculated by the engine control unit based on the signals
provided by the air flow sensor and crank angle sensor.
3. FUEL INJECTION AMOUNT CONTROL(BASIC)
FOR YOUR INFORMATION :
[Calculation of the Amount of Intake Air into Each Cylinder during
One Cycle]
The amount of intake air used by the four cylinders in one cycle in
a four-cylinder engine can be calculated by counting the number of
pulse outputs from the air flow sensor during the period of time in
which the crankshaft rotates two complete revolutions, i.e., during
which four complete pulses are output from the crank angle sensor.
The amount of intake air used by each cylinder in one cycle can
therefore be calculated by counting the number of air flow sensor
output pulses during the time in which the crank angle sensor
outputs one pulse. The amount of intake air into each cylinder per
cycle is denoted by the symbol A/N, which varies in proportion to
the intake manifold vacuum (absolute pressure).
3. FUEL INJECTION AMOUNT CONTROL(BASIC)
CALCULATION OF ENGINE SPEED
The engine speed can be calculated by measuring the one-pulse
frequency of the crank angle sensor signal.
N rpm = 60 sec / (2 X T sec) = 30/T
Where, T ; Crank angle sensor signal frequency
N ; Engine speed

ENGINE ONE REVOLUTION

T T

CKP
SIGNAL

TIME
4. Feedback Control (Closed Loop Control)

LEAN

A/F RATIO

RICH
PURIFICATION RATE %

HIGH
HC
O2 SENSOR
OUTPUT
NOX LOW
CO

INCREASE
RICH 14.7 LEAN
FUEL
INJECTION
AMOUNT

DECREASE
4. Feedback Control (Closed Loop Control)

During normal operation (including idling), the engine control unit

controls the injector activation time to achieve stoichiometric air/fuel
ratio, which ensures maximum efficiency of the catalytic converter,
on the basis of the oxygen sensor signal.
When the air/fuel mixture is richer than the stoichiometric ratio, there
is less oxygen in the exhaust gas and thus the oxygen sensor output
voltage is higher ; hence a "mixture rich" signal is input to the engine
control unit. Then, the engine control unit decreases the amount of
fuel injected. If the air/fuel ratio decreases to the point that and the
mixture becomes leaner than the stoichiometric ratio, the oxygen
concentration in the exhaust gas increases and the oxygen sensor
output voltage becomes lower. Then, a "mixture lean" signal is input
to the engine control unit.
4. Feedback Control (Closed Loop Control)

By means of feedback control, the air-fuel mixture is maintained at

the stoichiometric ratio.
Under the following specific conditions, this feedback control is not
performed, in order to improve driveability.
(1) While cranking the engine
(2) During engine warm-up when engine coolant temperature is
less than 60C (140F)
(3) During acceleration / deceleration
(4) During high load operation
(5) When oxygen sensor is not functioning
5. Open Loop Control
The amount of fuel injected is controlled according to the map
value* preset for each engine speed and A/N.
*Map value : Value preset and stored in the ROM of the engine
control unit.
A/N : Air/rpm

A/N
MAP VALUE

ENGINE SPEED RPM

6. Enrichment

When the throttle valve is wide open, control is performed to

increase the amount of fuel injected, in order to secure good
driveability under high load conditions.
7. Fuel Injection Control during Engine Warm-up
To secure good driveability when the engine is still cold,
control is performed to increase the amount of fuel injected
when the engine coolant temperature is low.

AMOUNT OF FUEL INJECTED

COOLANT TEMPERATURE
8. Fuel Injection Control according to Intake Air Temperature

Given a constant intake air volume, the change in intake air

temperature alters the intake air density, resulting in an improper
air-fuel ratio. To correct this deviation, the amount of fuel injection
is controlled; i.e. the amount of fuel injected is increased to
compensate for the higher intake air density causing a decreased
intake air temperature.

AMOUNT OF FUEL INJECTED

INTAKE AIR TEMPERATURE

9. High Altitude Compensation
A change in barometric pressure, alters the intake air density,
resulting in an improper air-fuel ratio. To compensate this deviation,
the amount of fuel injected is controlled; i.e., the amount of fuel
injected is decreased to compensate for the lower intake air
density caused by the decreased barometric pressure(higher
altitude).

AMOUNT OF FUEL INJECTED

BAROMETRIC PRESSURE
10. Battery Voltage Compensation

As described earlier in the "INJECTOR" section, the needle valve

of the injector is pulled to the fully open position when current
flows through the solenoid coil. This means that there is a time lag
between the time the current starts flowing and when the needle
valve starts opening. This time lag is called dead time.
The dead time varies with different battery conditions : the lower
the battery voltage, the longer the dead time.
10. Battery Voltage Compensation
Since the injector activation duration depends on the intake air
volume and other factors, a longer dead time means a shorter
activation duration, or a smaller amount of fuel injected. This results
in an improper air-fuel ratio. At such times, the solenoid coil is
energized for a longer period of time depending on the current
battery voltage to correct the valve opening time, thus ensuring that
the optimum amount of fuel is injected.

VALVE OPENING TIME

BATTERY VOLTAGE
11. FUEL INJECTION CONTROL AT STARTING
When the engine is cranked, the map value preset according to the
coolant temperature is used as the basic injector activation duration,
to which the high altitude compensation is applied.

ACTIVATION DURATION
BASIC INJECTOR

COOLANT TEMPERATURE
12. FUEL INJECTION CONTROL DURING ACCELERATION

During acceleration, acceleration correction described in the

section "Simultaneous Injection" is performed in relation to the
change in throttle valve opening.

INJECTION
VALVE OPENING
THROTTLE

TIME
13. FUEL LIMITING CONTROL DURING DECELERATION

The amount of fuel injected is limited during deceleration in order to

prevent the catalyst temperature from going up excessively and to
enhance fuel economy.
This control is not provided under the following condition.
o While the anti-skid brake is in operation.
o When the vehicle speed exceeds 25 km/h (16 mph).

14. FUEL CUT CONTROL DURING OVERRUN

Fuel is cut off when the engine speed exceeds 7,500 rpm to protect
the engine from overrunning.
15. HOT ENGINE IDLE STABILIZING CONTROL
When the intake air temperature exceeds 50C (122F) and the
coolant temperature 100C (212F) when the engine is started,
the fuel temperature is high with a greater possibility of vapor
being generated. This means that the amount of fuel injected
becomes smaller if the injector activation duration remains the
same. The activation duration is therefore prolonged immediately
after a hot engine has been started. The activation duration is then
gradually decreased to the normal activation duration. This
contributes to a stable idling speed.

ACTIVATION
INJECTION

DURATION

ENGINE HAS STARTED

TIME
INJECTORS
INJECTORS
The injectors inject fuel according to the signal coming from the
ECM. The volume of fuel injected by the injector is determined by
the time during which the solenoid valve is energized.
INJECTORS

The injection nozzle spray opening

area is constant and the fuel
injection pressure is also constant;
therefore, the injection quantity is
determined by the amount of time
that the solenoid coil is energized. SOLENOID
COIL

NEEDLE
VALVE
INJECTORS
CIRCUIT

Power from the battery is supplied to the control relay, then to

the injectors and grounded by the engine control module.
Upon reception of the fuel injection signal, the engine control
module turns the power transistor ON, thus completing the
injector ground circuit. In this situation, current flows to the
injector, which injects fuel while the power transistor is ON.
INJECTORS
CIRCUIT

Injectors
Control
Relay
B+

ECM
INJECTORS
WAVEFORM

COMMENTS:
INJECTORS
WAVEFORM - CYLINDER 1 & 2

COMMENTS:

APPLICABLE
VEHICLE:
MFI all engine
FUEL PUMP
CONSTRUCTION
OUTLET
Fuel within the fuel tank is pumped and sent to
the injectors as pressurized fuel.
This fuel pump, called the in-tank type is installed
within the fuel tank, and because it is submerged
in the fuel, it features excellent performance
including suppression of the pump operation
noise and vapor locking. This pump is also called
a "wet type" pump.
The pump consists of a drive gear with external
teeth, a driven gear with internal teeth and gear
housing.
A-relief valve and check valve are also equipped.
INLET
FUEL PUMP
CIRCUIT

IGNITION S/W IG. S/W "ON"

IG. S/W ST.

FUEL
PUMP
CONT. MFI
RELAY CONT. M
RELAY

BOSCH MELCO
RELIEF VALVE

If, for some reason the fuel is not expelled at the discharge
port, the pressure within the fuel pump would become
abnormally high. In such a case, the relief valve opens in
order to relieve the pressure, thus inhibiting the fuel pressure
in the fuel line from rising abnormally above 431.3-588.4 KPa
(4.5-6.0 kg/cm2, 65-85 psi).
CHECK VALVE

When the pump stops, the check valve is closed by spring force,
thus assuring that high pressure will remain in the fuel line.
By maintaining high pressure in the fuel line, restarting of the
engine becomes easier in addition to vapor locks at high
temperature being prevented.
FUEL PRESSURE REGULATOR
The fuel pressure regulator maintains the pressure of fuel delivered to the
injectors at a constant level of 335 kPa (3.35 kg/cm2) which is higher than
the manifold inside pressure thus keeping the volume of fuel injected
constant regardless of changes in the manifold pressure. The spring
chamber is connected by a vacuum hose with the intake manifold thus its
interior pressure is always controlled by the manifold vacuum.
The manifold vacuum created in the chamber functions to decrease the
spring pressure which forces down the valve actuated by a diaphragm.
If this pressure forcing down the valve becomes less than the fuel pressure,
the diaphragm is forced up, allowing excess fuel to flow back through the
return pipe and to the fuel tank.
FUEL PRESSURE REGULATOR

SPRING
VACUUM
DIAPHRAGM

VALVE
RETURN TO TANK

FROM DELIVERY PIPE

FUEL PRESSURE REGULATOR

Level "A" in the diagram to

ABSOLUTE PRESSURE(kg/cm2)
the left denotes the pressure

335kPa(3.35kg/cm2 ,47.6psi )

GAUGE PRESSURE(kg/cm2 )
gauge reading when the 4 3

PRESSURE GAUGE READING

vacuum hose is

335kPa(3.35kg/cm2 ,47.6psi )
disconnected, or in other 3 2
words, when the manifold
vacuum is not applied to the 2 1
spring chamber.
Level "B" denotes the 1 0
pressure gauge reading
when the vacuum hose is -1

MANIFOLD
0

VACUUM
connected.
Auto Fuel Cut System
Auto fuel cut system is a safety device to prevent the fire when the
vehicle is crashed. It cuts the electrical power of the fuel pump if
the sensor detects the crash.
The sensor location is on the left hand side strut housing in the
engine room.

Operation range :
over 15mile/hour front crash : must be switched off
14mile/hour ~ 9mile/hour : gray zone
under 8mile/hour front crash : must not be switched off

Applicable vehicle & area :

Santa Fe - North America, Europe, Australia
Matrix All area
Auto Fuel Cut System
Structure :
Auto Fuel Cut System
Operation
Auto Fuel Cut System

To ETACS for
Auto Door Unlock
(FC Only)

BATTERY(+)

FUEL
M PUMP

FUEL PUMP AUTO FUEL

RELAY CUT SENSOR
Auto Fuel Cut System
If the vehicle is crashed, steel ball is moved up. The steel ball push
the "moving contact. The switch is turned off.

* Service point
Reset the sensor by pushing of reset switch
when the sensor is replaced.
Reset the sensor to start the
engine after crash.
Engine does not start if the
sensor was not reset.

* Component inspection
Two terminal should be
continued after reset
 FUEL SYSTEM(GDI, ELECTRICAL)
INJECTOR
ECM DRIVE
SIGNAL

INJECTOR DRIVER
INPUT
ELEMENT FUEL
PRESSURE
HIGH SENSOR
FUEL FUEL PIPE
FILTER PRESS.
PUMP INJECTOR
LOW PRESSURE HIGH
REGULATOR PRESSURE
REGULATOR

LOW
PRESSURE P
PUMP
FUEL SYSTEM (GDI, FUEL FLOW)
HIGH PRESSURE
LOW PRESSURE PUMP
REGULATOR(50/)

DAM-
P PER

INJECTOR

ACCUM- CHECK VALVE

RESONATOR
ULATOR

LOW PRESSURE
REGULATOR

P
 FUEL SYSTEM (MPI)
INJECTOR
ECM DRIVE
SIGNAL

INPUT
ELEMENT

FUEL PRESSURE
FUEL PIPE REGULATOR
FILTER
INJECTOR

LOW
PRESSURE P
PUMP
FUEL SYSTEM AND FUNCTION

1. SWIRL INJECTOR
- 2-spray, Swirl injection
- Lean burn : Injection at the end of compression stroke
- Stoichiometric A/F : Injection at the beginning of intake
stroke
- Acceleration : Intake stroke + compression stroke
2. Injector driver(GDI only)
- Supply injector power and drive injector
- Detects injection short or open circuit
- Send fault signal to ECM
- Driver A : 1,4,6,7 cylinder
- Driver B : 2,3,5,8 cylinder
INJECTOR DRIVER(GDI) - A
INJECTOR DRIVER(GDI) - B
INJECTOR DRIVER CIRCUIT(GDI)
DRIVER- A (1,4,6,7) ECM

A01 A08 DIAGNOSIS

A26
#1
A17
_ A20 A01 #1 CYL

A10 A10 #4 CYL

A23

#4
A14
_ A19 A09 #6 CYL

A11 A02 #7 CYL

A25 A13
#6
A16
_
A22
A12 INJECTOR
A24
DRIVER
#7
A15
_ A21
A07 RELAY
CONTROL
INJECTOR INJECTOR
DRIVER RELAY
B+
IG 1
INJECTOR DRIVE SIGNAL(GDI) (ECMINJECTOR)
INJECTOR WAVEFORM(GDI)( - TERMINAL, VOLTAGE)
INJECTOR WAVEFORM(GDI) ( + TERMINAL, VOLTAGE)
INJECTOR CURRENT WAVEFORM(GDI)
INJECTOR DRIVER RELAY(GDI)
FUEL SYSTEM AND FUNCTION
3. Fuel pressure sensor(GDI only)
- Detects pressure on fuel rail,
- Correction of injection duration
- Output voltage increased when the pressure is
increased
- Decide high pressure mode or low pressure mode
- Fuel pressure < 40kg/cm(low pressure mode)
: stop lean burn control
4. High pressure condition(GDI only)
- Except engine stop and cranking
- No fault on fuel pressure sensor
- Over 1000rpm
- Fuel pressure over 40kg/cm
 DELIVERY PIPE & INJECTOR

Fuel
Pressure
Regulator

Throttle
Body

ETS Delivery pipe Injector

Motor
FUEL PUMP RELAY CONTROL(GDI)

Condition Fuel
pump Remarks
Fuel pressure IG. SW Eng. rpm relay

Check Engine
Pressure sensor fault ON lamp

Pressure70Kg/ OFF

less 50rpm OFF

OFF
Excep over 50rpm ON CKP sensor

ON ON
FUEL PUMP RELAY CIRCUIT(GDI)

FUEL PUMP
RESISTOR
FUEL PUMP
CONTROL RELAY HIGH/LOW
(FUEL PUMP) RELAY FUEL PUMP
CHECK
B+

LOW
IG PRESS.
PUMP

ECM
ECM D14 A33
GROUNDED GROUNDED
OVER 50rpm LESS 1000rpm
FUEL PUMP HIGH/LOW RELAY(GDI)

INJECTOR DRIVER
RELAY

HIGH/LOW RELAY
FUEL PUMP RESISTOR(GDI)