The fuel sender assembly is located in the fuel tank. The fuel sender assembly contains the electric fuel pump, the fuel level sensor, the fuel pressure regulator, and the fuel filter. Most of the fuel sender assembly components can be serviced separately.

The fuel level sensor (4) is part of the fuel sender assembly (1). The fuel level sensor consists of a float, a float arm, and a variable resistor. The fuel level is measured by the position of the float in the fuel tank, and is indicated by a gauge in the instrument panel cluster (IPC) assembly. When the fuel level changes, the float position changes. The change in the float position increases or decreases the resistance reading of the variable resistor. The change in the resistance causes the position of the fuel gauge pointer to change.

The fuel pump is an electric pump that is controlled by the powertrain control module (PCM) through the circuit opening relay. When the PCM commands the fuel pump to operate, an impeller is driven by an electric motor in the pump assembly, causing the fuel in the tank to be drawn into the fuel pump inlet port. The fuel is then pumped under pressure through the fuel filter and the fuel pressure regulator, out to the fuel feed pipe and hoses to the fuel rail and the fuel injectors. The fuel pressure is maintained when the fuel pump is not running by a pressure control valve located within the pump. Any excess fuel is returned to the fuel tank by the fuel return pipe and hoses.

The fuel pump strainer attaches to the lower end of the fuel pump and reservoir assembly. The fuel pump strainer is made of woven plastic. The functions of the fuel pump strainer are to filter contaminants and to wick fuel. The fuel pump strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Clean the fuel tank and replace a plugged fuel pump strainer with a new strainer.

The fuel filter located in the fuel tank and is part of the fuel sender assembly. The fuel filter housing is constructed to withstand the maximum fuel system pressure, exposure to fuel additives, and changes in temperature. The filter element is made of paper and is designed to trap the particles in the fuel that may cause damage to the fuel injection system.

The fuel pressure regulator is a diaphragm-operated pressure relief valve consisting of a diaphragm, a spring, and a valve. The fuel pressure regulator keeps the fuel pressure applied to the fuel injectors 301-347 kPa (44-50 psi). The fuel pressure regulator is located in the fuel tank and is part of the fuel sender assembly.

Quick connect style fuel fittings provide a simplified means of installing and connecting the fuel system components. Depending on the vehicle model, there are 2 types of quick connect fittings. Different types of fittings are used at different locations in the fuel system. Each type of quick connect fitting consists of a unique female connector and a compatible male fuel pipe end. O-rings located inside of the female connector provide a leak proof seal. Integral locking tabs or fingers hold the quick connect fittings together. A special tool is used to service the quick connect fittings.

Caution: In order to Reduce the Risk of Fire and Personal Injury:

The fuel feed and return pipes and hoses carry the fuel from the fuel tank to the fuel injectors. These pipes and hoses are attached to the underbody of the vehicle and should be inspected periodically for kinks or dents that could restrict the fuel flow.

The fuel vapor pipe and hoses carry the fuel vapors from the fuel tank to the evaporative emission (EVAP) canister located at the rear of the vehicle, ahead of the fuel tank. The fuel vapors are stored in the canister when the engine is not running. When the engine is running at the normal operating temperature and the accelerator pedal is depressed, the PCM will command the EVAP canister purge valve to open and allow the stored fuel vapors to be purged into the intake manifold where the vapors will be burned in the combustion process.

The on-board refueling vapor recovery (ORVR) system is an on-board vehicle system designed to recover fuel vapors during the vehicle refueling operation. Instead of allowing fuel vapors to escape to the atmosphere the ORVR system transports the vapor to the EVAP canister for use by the engine. The flow of liquid fuel down the fuel filler neck provides a liquid seal that prevents fuel vapor from leaving the fuel system. The ORVR system architecture varies from platform to platform. Some of the items listed below are optional depending on the platform application. The following is a list of all the ORVR system components with a brief description of their operation:

The accelerator control system is cable-operated. When the accelerator pedal is depressed the cable pulls the throttle lever open, increasing the throttle plate opening, and when the accelerator pedal is released, the throttle lever spring pressure returns the throttle lever to the idle position, decreasing the throttle plate opening.

The function of the fuel metering system is deliver the correct amount of fuel to the engine under all operating conditions. Fuel is delivered to each cylinder by the fuel injectors. The fuel injectors are controlled sequentially by the powertrain control module (PCM). The PCM bases the control of the fuel injectors on several important engine parameters. These engine parameters include the following:

Determining air density is critical to proper air/fuel management. Air density is primarily derived from the MAF sensor input. The mass air flow (MAF) sensor measures the air volume and determines the air density. Larger volumes of air and denser air masses require additional fuel. The information from the MAF sensor is used by the PCM in order to modify the fuel injector pulse width.

The fuel injector is an electromagnetic (solenoid) type injection nozzle which injects fuel into the intake port of the cylinder head according to the signals from the powertrain control module (PCM). There are 4 fuel injectors, one for each cylinder, located between the intake manifold and the fuel rail.

The PCM energizes the solenoid coil of the fuel injector, generating an electromagnet field that attracts the solenoid plunger. The needle valve, which is incorporated with the solenoid plunger, is opened by the movement of the solenoid plunger. The opening of the needle valve allows fuel that is under pressure to disperse in a cone shaped pattern. Because the stroke of the needle valve in the fuel injector is set constant, the amount of fuel injected at one time is determined by the pulse width injection time--the length of time the solenoid coil is energized.

The PCM controls the amount of fuel the fuel injector supplies to each cylinder by controlling the ON time, or length of pulse, of each individual injector. The delivery timing of the fuel into the cylinder head intake port by the fuel injector is controlled by the PCM. The timing and pulse of the fuel injectors is carefully calculated with inputs from the various sensors so that a suitable air/fuel mixture is supplied to the engine for every driving condition.

There are two types of injection timing. One is synchronous injection, when fuel injection is synchronous with the ignition signal or the signal from the camshaft position (CMP) sensor. The other is asynchronous injection, when fuel injection takes place independently of the ignition signal or the signal from the CMP sensor.

The PCM first calculates the correct timing of the fuel injectors by factoring the engine speed and the air volume together. Then the PCM applies certain compensations that are based on the information provided by various sensors which detect the state of the engine and the current driving conditions.

When starting the engine, the fuel injectors inject the fuel simultaneously and synchronously at every camshaft position (CMP) sensor signal. When the engine is starting at a cold state, the amount of fuel is determined by the engine coolant temperature (ECT) sensor and is divided and injected.

Once the engine is running, the fuel injection occurs in a cylinder only when the cylinder is in the exhaust stroke. The PCM detects the compression stroke of cylinder 1 through the CMP sensor signal.

Whenever a change in the throttle valve opening exceeds a specified value, as determined by the PCM, additional fuel is injected simultaneously into the cylinders which are in the intake and exhaust strokes. This is in addition to the above synchronous injection and is not based on the ignition signal.

In order to improve starting performance, fuel enrichment during start up is carried out. For a certain time after the engine is started, the air/fuel mixture is enriched slightly in order to stabilize the engine speed. The amount of compensation varies depending on the engine coolant temperature as measured by the ECT sensor.

When the engine is cold, additional fuel is added in order to ensure good driveability. The level of enrichment of the air/fuel mixture is gradually decreased until the engine coolant temperature (ECT) sensor reaches a specified value.

During acceleration, the pulse of the fuel injectors is lengthened in order to deliver more fuel. The additional fuel required is relative to the engine coolant temperature. Acceleration Enrichment ensures smooth and reliable engine acceleration.

In order to provide maximum power during high engine load driving conditions, the air/fuel mixture is enriched when the throttle valve opening is more than a specified, PCM determined, value.

A power supply system voltage drop will delay the mechanical operation of the fuel injector. The actual injector ON time becomes shorter when the system voltage decreases. In order to compensate for this, the fuel injector pulse width signal is lengthened.

The crank signal is sent from the starter motor circuit. When the starter motor circuit is energized as the ignition switch is in the START position, a crank signal is supplied to the PCM. The PCM increases the fuel injector pulse when receiving a voltage on the crank signal circuit. The slight increase in fuel provides quicker and smoother engine start-up. The crank signal is also used as an input for running certain engine control system diagnostics, such as the CKP sensor DTC P0335. The crank signal input can be monitored on a scan tool as the Starter Switch parameter.

The base air/fuel ratio may vary due to differences in individual engines and mileage. In order to compensate for such variations, feedback information is used to adjust the base air/fuel mixture to maintain the optimum air/fuel ratio.

Fuel injection stops when decelerating (i.e., when the throttle valve is at idle position and the engine speed is high), so that unburned gas will not be exhausted. Fuel injection starts again when the above conditions are no longer present.

Fuel delivery also stops when the engine speed exceeds 6,800 RPM. This will prevent engine overrun which adversely affects the engine. Fuel delivery starts again when the engine speed decreases to less than 6,500 RPM.

In order to obtain efficient performance of the 3-way catalytic converter (TWC) and a high clarification rate of CO, HC and NOx in the exhaust gas stream, the air/fuel mixture must be kept as close to the theoretical air/fuel ratio of 14.7:1 as possible. In order to accomplish this the PCM first compares the input voltage from the heated oxygen sensor 1 (HO2S 1) with a specified reference voltage. If the HO2S 1 input voltage is higher than the specified reference voltage, the PCM determines that the air/fuel ratio is richer than the theoretical air/fuel ratio and reduces the fuel. If the input voltage from the HO2S 1 is lower than the specified reference voltage, the PCM determines that the air/fuel ratio is leaner and increases the fuel. By repeating these operations, the PCM can adjust the air/fuel ratio in order to be closer to the theoretical air/fuel ratio. Control of the fuel delivery system as just described is known as Closed Loop operation.

The Closed Loop fuel control operation will not take place under any of the following conditions:

Control of the air supply that is mixed with the metered fuel is detailed in the description of the air intake system. Refer to Air Intake System Description .