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BASIC FU EL SYSTEM ANALYSIS

BY JOHN THOMPSON While basic fuel system diagnosis may begin with a fuel pressure measurement, it certainly shouldnt end there. The systems fuel volume and flow also must be measured and evaluated.

Go With the Flow:

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he fuel injectors are at the end of the line in any EFI system. The entire fuel system and each of its components exist to provide proper injector flow rate through the injector nozzles and into the engines cylinders. Basic fuel system diagnosis should always be performed bearing this in mind. Diagnosing basic fuel system problems requires an understanding of components, fuel system design, pressure and flow theory, as well as diagnostic techniques. Lets start with fuel system components, beginning with the last component first, to explain how an injectors flow rate is calculated. Fuel injectors are designed and rated for the quantity of fuel that can flow through them at a given fuel pressure and duty cycle at mean sea level. The amount of fuel that an injector can flow is measured in pounds per hour. For rating purposes, most manufacturers specify a standard operating pressure of 43.5 psi. One exception is Ford, which rates its injectors at 39.5 psi as the standard pressure. Injector design flow ratings are measured in a static condition, which means theyre held open continuously. This is referred to as a 100% duty cycle. However, once injectors are installed in an engine theyll be pulsed with a varying duty cycle (depending on engine load requirements) measured in millisecond time increments. Operating injectors at 100% duty cycle would build up excessive heat within the injector windings, leading to premature failure. So in typical OE applications, injectors are never duty cycled above an 80% to 85% on-time. Injector flow ratings are factored when an OE manufacturer designs a fuel system for a specific engine size. Specific pressure and flow expectations as well as a dynamic fuel map based on rpm and load of a particular engine are calculated. This fuel map is the primary control factor of injector duty cycle. However, the fuel map assumes that the systems design specifications will deliver an expected pressure and volume of fuel to supply the injectors. Once installed in an engine, injector flow output depends on three factors the quantity of fuel flowing to the injector (volume), the force behind the vol-

ume of fuel flowing to the injector (pressure) and the injector duty cycle or on-time command from the PCM (pulse width). If the designed pressure or flow volume is altered by a defect in a mechanical component of the fuel system, or if the injector duty cycle is altered by the PCM due to an incorrect sensor input, injector flow rates will also be altered, ultimately affecting the goal of the fuel system, which is to deliver the required injector output flow based on engine rpm and load. Fuel filters trap harmful contaminants and are passive components that, when restricted, can cause immediate system problems by reducing fuel flow. Delayed system problems also will occur if a filter is no longer able to trap contaminating particles, which will then travel further down the line and affect other system components (usually the fuel injectors). Fuel pressure regulators restrict the return of fuel to the tank by a calibrated amount in order to maintain desired fuel rail pressure. If calibrated rail system pressure is exceeded, excess fuel will be permitted to return to the tank. Regulators typically fail by a ruptured diaphragm resulting in engine vacuum drawing raw fuel directly into the intake manifold, poor seating of the fuel-pressure regulator resulting in fuel leakage to the return side or no return flow to the tank whatsoever when a regulator sticks closed. To give a practical example of how injector flow rate can be altered by multiple factors, lets assume an increase in fuel rail pressure at idle due to a stuck pressure regulator. An increase in pressure will result in increased injector output volume. The PCM does not have control over the fuel volume being pumped in the system, nor can it control the pressure in the fuel rail. So how could the PCM attempt to prevent overfueling of the engines cylinders? Duty cycle. Faced with this scenario, a PCM (in closed loop) could reduce injector flow by reducing the injector pulse width. Conventional EFI systems utilize a submersible fuel pump with a permanent magnet electric motor, a vibration damper and a relief valve to prevent system damage from overpressure. Fuel enters the pump inlet tube by passing

Montage: Harold A. Perry; photos and illustration: Bosch, GM & Jupiter Images

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BASIC FUEL SYSTEM ANALYSIS

Fig. 1
through a sock-style filter and is pushed through the pump to the outlet by the motor. Conventional EFI systems also rely on the fuel pressure regulator, not the pump itself, to control pressure in the fuel rail. Any fuel not required by engine demand is diverted back to the fuel tank via the pressure regulator. Therefore, its important to remember that fuel pumps themselves only supply fuel volume; they do not create pressure in the fuel lines. Fuel pump current analysis is a technique thats used to identify a deteriorating or defective fuel pump. It utilizes a low amperage probe to first calculate the current drawn from a fuel pumps electric motor, then transfer that information to a lab scope waveform (Fig. 1 above) for visual analysis. This technique may allow you to decide if the amperage drawn by the circuit is typical. Its normal for a pumps initial current draw to be higher when the pump is first energized from a dead stop. As the pump starts to turn and push fuel through the system, the amperage should drop and level off. Examining the current humps in the waveform created by the pump motor commutator bars will give you an accurate idea of how the pump motor looks internally. Any inconsistencies in the visual representations you see in a waveform that took only milliseconds to acquire mirror how the armature would look if you were to take the time to remove and disassemble the pump. Even one slightly worn commutator bar thats not necessarily a problem will show up in the waveform.

Fig. 2
You can calculate the rpm of the pump simply by picking out the repeating signature ID of that one commutator bar. If the pattern repeats every ninth bar, then you know that the pump has eight commutator bars, which in turn allows you to measure the time (in milliseconds) it takes for one revolution of the pump. Next divide 60,000 (1 minute of time in milliseconds) by one motor revolution time and you will have calculated the rpm of the pump. The rpm of a very worn pump motor is calculated in Fig. 2. Despite this techniques benefit of quick and easy access to rule in a deteriorating or defective fuel pump, you should always keep in mind that the only real certainties in the waveform are the amperage draw, the rpm and the visual signature of the pump armature. Typical auto fuel pumps draw 3 to 6 amps at 5000 to 6000 rpm. Unfortunately, this is an average, and unless youre familiar with the typical amperage draw and rpm of the specific pump youre actually testing, this average spec could mislead you. Just because a fuel pump appears to have average rpm, average amperage draw and commutator bars that are uniform in appearance does not guarantee that the pump can supply the volume of fuel the system was designed for. The great unknown of fuel pump current analysis is that you cant actually measure a pumps volume output with current. This is a definite negative, and you should be cautious in accepting current analysis as your only test. Ford electronic returnless fuel systems (ERFS) operate without a return line to the fuel tank. Because theres no return line, a pressure regulator attached to the fuel rail is not needed. Despite the lack of a conventional regulator, the ERFS does employ pressure regulation to control injector volume output. In theory, the PCM selects and sets a fuel system operating pressure. The PCM outputs a duty cycle command between 5% and 51% to the fuel pump driver module (FPDM) to control system pressure, using a fuel rail pressure sensor (FRP) for feedback. The FPDM doubles the fuel pump command from the PCM and outputs a duty cycle command of its own to operate the pump. In controlling the pumps on-time by toggling supply voltage, the system can maintain any fuel system operating pressure desired by the PCM (Fig. 3 on page 34). The FPDM also generates a diagnostic signal thats transmitted back to the PCM on the fuel pump monitor (FPM) circuit to indicate if there are any faults present. Any ERFS-related DTC that may be set by the PCM is a direct result of the duty cycle of the diagnostic signal returned to it by the FPDM. In operation, fuel is pumped from the fuel delivery module inside the fuel tank, through a check valve and fuel filter, pressure transducer, fuel rail and finally through the fuel injectors. The fuel pump pumps only the amount of fuel needed to keep the fuel rail at the desired or set operating pressure. Understanding how the FRP PID is calculated is crucial to understanding the

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Illustrations and photos: John Thompson

BASIC FUEL SYSTEM ANALYSIS


system strategy. If the PCM desires 40 psi of pressure, 40 psi is the target pressure it sets for the injector nozzles, not for the fuel rail! Its important to note that the FRP PID on a scan tool does not reflect the actual line pressure youd see with a fuel pressure gauge. The FRP sensor is not only responsible for calculating pressure in the fuel rail; using a short vacuum hose attached to the intake plenum, it also acts as a vacuum transducer. Using manifold vacuum to ex- Fig. 3 trapolate pressure drop across the injectors, the FRP sends a feedback were snapped from fully closed to wide calculation to the PCM. Negative psi open? A manifold vacuum drop to 0 in. can be calculated by halving vacuum Hg would be seen by the FRP as 0 psi at pressure measured in inches of mer- the injector nozzles while only 30 psi of cury (1 in. Hg. .5 psi). By sensing pressure is present in the fuel rail. In manifold vacuum, the current negative this situation, the PCM would calculate pressure at the injector outlets (noz- that increased fuel rail pressure would zles) in the plenum is calculated by the be required to maintain the system tarFRP and added to the positive fuel rail get of 40 psi pressure at the injector nozpressure at the injector inlets. zles. The PCM would immediately send For example, 30 psi of fuel pressure in a command to the FPDM to increase the rail added to 20 in. Hg sensed mani- the fuel pump duty cycle in order to fold vacuum ( 10 psi) would result in an raise the actual rail pressure. FRP PID reading of 40 psi. That is, 30 Flow or current testing of electronic psi at the top of the injectors added to returnless fuel systems requires the 10 psi of pressure present at the injec- pump to run continuously. You may tor nozzles equals 40 psi of pressure exit- command the pump continuously on ing the injector nozzles. using a scan tool and sending a 50% What would happen if the throttle duty cycle command. Remember, just because you have good pressure and are satisfied with current analysis of a fuel pump does not 38 psi mean that the pump is delivering the volume of fuel the injectors will require under all operating conditions. Lets discuss the differences among fuel pressure, volume and flow. the return side of the system. To trace a loss of residual pressure, perform a KOEO cycle to pressurize the fuel system, then clamp off supply and return lines one at a time to determine where the pressure is being lost. If pressure still drops after isolating both the supply and return sections individually, the pressure loss could be due to a leaking fuel injector(s). Fuel pressure is merely the amount of force (pressure) measured in pounds per square inch (psi) exerted on the available fuel volume. Most techs are very familiar with measuring fuel pressure with a gauge connected to a Schrader valve located on a fuel injector rail. What you may not realize is that pressure is a one-way street. It can always be reduced but it cannot be increased, unless theres sufficient volume to sustain it. Using fuel pressure as your only method of fuel system testing means youre looking at only part of the overall picture.

Fuel Flow Volume/Time


Volume and flow are not pressure. A closed faucet has system pressure but no flow. Too often techs rely on fuel pressure readings without realizing that theres really very little fuel volume flowing through the system. Understanding

38 psi

Fuel Pressure Energy/Volume


Extended engine cranking before start-up can indicate a loss of residual fuel pressure, which should remain constant even when an engine has been shut off for several hours. Pressure could be lost on the supply side of the system by a bad fuel pump check valve or a leaking supply line. On the other hand, with a conventional fuel system, it could also be lost by a poorly seated fuel pressure regulator on

.53 GPM Fuel Pump Voltage 15 Volts

Fuel Pump Voltage 11 Volts

.28 GPM

Fig. 4
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Fig. 5

BASIC FUEL SYSTEM ANALYSIS


that fuel pressure is a measurement of force while fuel volume is a measurement of quantity is key. Fuel flow is the volume of fuel a system can deliver over a given period of time. Its also important to note that any fuel systems maximum flow capacity is fixed by system design and can never be increased. As an analogy, your home water plumbing supply is a system with a fixed capacity. Only so much water can flow through the supply lines because all of the plumbing from the water main to the fixtures in your home is of a fixed diameter. This is why, if youre taking a shower, youll immediately notice decreased water flow to the shower head when someone flushes the toilet in the same room. ting the supply line exiting the fuel pump would result in exactly the same amount of fuel volume moved by the pump, but only half the flow in each of the two lines. Now lets add a booster pump in the supply line after the original pump, but before the split. The second pump cant pump any more fuel than is being supplied to it by the first pump. Older systems commonly used a combination of tank-mounted pumps and external inline pumps. The external pump was there to boost pressure. It did nothing to increase the flow of fuel. Increased system pressure will not recover lost flow! System fuel flow depends on four factorsfuel volume available at the pump inlet, delivery line capacity (size), the pumps ability to pump sufficient supply line volume and system pressure. But low flow can occur with seemingly normal fuel rail pressure. Heres an example. Pump supply voltage has a direct effect on fuel flow. If low charging system voltage is present or high resistance in the power or ground circuit to an electric fuel pump drops supply voltage, the pumps capacity to deliver fuel volume will also drop. Voltage to a fuel pump motor can be compared to a fuel injectors operation. Less voltage to the fuel pump motor will mean less volume output, just like less fuel pressure to an injector will mean less volume out its nozzle. Lower voltage at the pump terminals decreases motor torque, resulting in decreased volume capacity for a given pressure. I used a 1998 Mazda Proteg with a 1.5L engine to test both fuel pressure and flow. In Fig. 4 on page 34, a flow meter capable of measuring fuel pressure as well as total system flow (including the flow of fuel being returned to the tank) was connected inline to the fuel rail. The measured voltage supply to the pump was 15 volts with a system pressure of just over 38 psi and total system flow of .53 gallon per minute (gpm). In Fig. 5, the voltage supply to the pump was dropped to 11+ volts. A 47% drop in fuel flow resulted, with no significant reduction in fuel pressure. Dont let a scenario like this burn you. Many times voltage will be up to snuff right up to the connector entering the fuel tank. A breakdown in the wiring could be inside the tank between the tank connector and the pump. A poor pump ground or an old defective pump thats drawing too much amperage can damage the wiring. If the circuit is not carefully inspected, you may have a voltage drop to a new pump after installation, reducing its capability to provide sufficient fuel volume to the engine. A dented steel fuel line or a restricted fuel filter also can reduce available fuel volume without significantly affecting pressure. Be cautious about using fuel pressure as your only test. Crimping a return fuel hose may show pump pressure capability, but the volume of fuel being delivered at normal operating pressure is

Fig. 6
Some of the available volume of water supplying the shower head has been diverted in order to flow to the toilet. Since a fuel systems maximum flow capacity is also fixed, a defective pressure regulator on a return-type system can divert fuel flow needed by the injectors (the shower head) back to the fuel tank (the toilet). An underperforming fuel pump or a restricted fuel filter also can reduce fuel system flow to the injectors. No matter what the cause, a reduced system flow will result in reduced injector flow volume. Reduced flow cant be remedied by increased pressure. Heres another example of the relationship among pressure, volume and flow. Assume you have good supply in the fuel tank and a pump thats in good operating condition. Split-

Fig. 7
what you really want to know. If you havent already, youll eventually encounter vehicles with one of the abovementioned flow restrictions that will effectively reduce the available fuel volume while having little or no effect on measured pressure at the fuel rail. Components that are underperforming but not yet completely failed, such as a partially restricted fuel filter, a defective pressure regulator or a worn fuel pump, are more easily identified by measuring flow and pressure together. Fuel pressure measured at the rail as well as the required injector flow rate at idle may be within spec. But we need to know the total system flow capacity at max operating conditions of an engine, when nearly all of the available flow will be used to sustain injector flow require-

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ments. Vehicle fuel system specifications generally include fuel pressure but do not list fuel flow specifications. Depending on engine displacement, typical fuel system flow capacity will range from .4 to .8 gpm. However, fuel flow requirements can be easily established for all engines. Calculating the flow requirements of any fuel system is dependent on only two factorsthe size of the engine the system supplies and the rpm range at which the engine is operating. To illustrate this point, refer to Fig. 6 on page 36. An engine that has a displacement of 383 cu. in. (or 6.3 liters of total combustion chamber volume) thats running at an idle speed of 750 rpm will displace a calculable amount of air per minute. At this rpm, the engines fuel system would be required to supply only .07 gpm of fuel to keep that engine idling happily. Now lets assume youre driving this car and passing a truck on a two-lane country road. The same 383-cid engine operating at 5500 rpm would require over a half-gallon of fuel per minute (Fig. 7). Any less and the engine will be underfueled. Under normal operating conditions, an engine will almost never demand the total output flow capacity of its fuel delivery system. The exception would be wide-open throttle (WOT) at redline. So, if the measured flow capacity of the fuel system meets or exceeds calculated flow volume required at max rpm, fuel flow will always be sufficient, at any engine rpm and load. On the other hand, if the engines tested maximum fuel flow falls even slightly short of these requirements, the engine will not be able to supply enough fuel to the injectors under all operating conditions. This engine may run perfectly fine at lower rpm, but when the demand vs. actual supply line is crossed, the injectors (and the engine) will literally run out of gas. This is why its so important to measure fuel flow. So how will you measure fuel flow? Your methods of assessing fuel system flow should be just as precise as when you use a torque wrench on head bolts or a micrometer on brake rotors. Flowing gasoline from an unpressurized fuel line into a graduated container, timed by a stopwatch, is not an accurate way to measure a systems gpm capability. Its also an obvious safety risk. A worn pump may be able to provide sufficient flow until it must generate enough torque to overcome normal system operating pressure. The fuel system analyzer shown in Figs. 4 and 5 combines a fuel flow meter, fuel pressure gauge, manifold vacuum gauge and exhaust pressure gauge in one unit. All critical measurements are combined, plus the fuel supply can be visually inspected for contamination or cavitation. Use your basic understanding of the strategy of the system youre trying to diagnose. Use basic fuel pump current ramping techniques to rule in but not rule out system faults. Most importantly, an understanding of the basic theories of fuel pressure, volume and flow may be the most valuable tool of all.
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