Fuel is supplied from a tank installed under the bottom in the rear seat area
The fuel tank consists of two stamped steel parts welded together.
The filling pipe is connected to the tank with a gas-resistant rubber hose.
A ventilation tube is welded into the upper part of the filling pipe, connected to the tank with a plastic hose.
The vent tube is used to remove air displaced from the tank when it is filled with fuel.
The fuel tank inlet and outlet valves for ventilation of the fuel tank are built into the filler plug.
The fuel module, including the fuel pump, fuel pressure regulator and fuel level sensor, is installed in the fuel tank.
For rough fuel cleaning, there is a mesh filter at the module inlet.
There is a hatch under the rear seat cushion in the bottom of the car to access the fuel module.
The fuel level indicator sensor controls the operation of the dial gauge and signaling device located in the instrument cluster.
Fuel pump - electrically submersible, rotary.
The fuel pump is turned on by a command from the electronic control unit (controller) when the ignition is turned on, through a relay.
The pump creates a pressure in the system that exceeds the operating pressure in the fuel rail.
From the pump, fuel is supplied under pressure to the fuel filter.
Fine fuel filter - non-separable, with a paper filter element.
After the filter, a tee is built into the fuel delivery line, through which fuel is supplied to the fuel rail and the fuel pressure regulator located in the fuel module.
The fuel pressure regulator is a valve that opens when the fuel pressure in the line exceeds, releasing part of the fuel into the tank.
The pressure regulator is non-separable and must be replaced if it fails.
The fuel pressure in the fuel rail with the ignition on and the engine not running should be from 3.6 to 4.0 bar.
The fuel rail is a tube with injectors installed on it.
The ramp is attached to the inlet pipe with two screws.
Fuel under pressure is supplied to the internal cavity of the ramp, and from there through nozzles into the intake pipe.
The injector is an electromagnetic valve that allows fuel to pass through when voltage is applied to it and locked under the action of a return spring when de-energized.
At the injector outlet there is a sprayer through which fuel is injected into the intake tract.
The controller controls the operation of the injectors. The injectors are sealed in the ramp and inlet pipe with rubber rings and fixed on the ramp with metal brackets.
If the winding is broken or shorted, the injector should be replaced.
If the injectors are clogged, they can be washed without dismantling on a special stand
Air is supplied to the engine throttle assembly through an air intake, an air filter and a corrugated rubber hose.
The air filter is installed in the front left part of the engine compartment on three rubber holders (supports).
The filter element is paper. After the filter, the air passes through the mass air flow sensor.
The throttle assembly is a throttle body (with channels made in it), on which the idle speed control and throttle position sensor are installed.
The throttle assembly is mounted on the intake pipe.
To avoid freezing of the throttle assembly at low temperatures and high ambient humidity, a heating unit is built into the assembly, through which the cooling system fluid circulates.
When you press the gas pedal, the throttle valve opens, changing the amount of air entering the engine (the fuel supply is calculated by the controller depending on the air flow).
When the engine is idling (throttle valve closed), the controller controls the air supply using the idle air control (IAC).
The idle air control is a stepper motor that moves the valve.
The valve shut-off element (needle) changes the flow area of the channel and provides regulation of air flow bypassing the throttle valve.
To increase the crankshaft rotation speed at idle, the controller sends a control signal to open the valve, increasing the air supply bypassing the throttle valve, and, conversely, to reduce the rotation speed, a command is sent to close the valve.
In addition to controlling the crankshaft speed at idle, the controller controls the IAC, reducing the toxicity of exhaust gases:
- when braking the engine, the throttle valve closes sharply.
In this case, the IAC increases the air supply bypassing the throttle valve, resulting in a leaner fuel mixture.
This helps reduce hydrocarbon and carbon monoxide emissions.
The idle air control is non-separable and must be replaced if it fails.
The fuel vapor recovery system used in the power system includes a separator, an adsorber, an adsorber purge solenoid valve, connecting tubes and hoses.
The separator is installed in the right rear wheel arch.
Fuel vapor from the tank is partially condensed in a separator, from which the condensate is drained back into the tank through a hose and filling pipe.
The separator is equipped with a gravity valve that prevents fuel from leaking out of the tank when the vehicle rolls over.
From the separator, fuel vapors enter the adsorber (installed on the top of the fuel tank, on the left side) through a fitting labeled “TANK”, where they are absorbed by activated carbon.
The second canister fitting with the inscription “PURGE” is connected through the solenoid valve for purge of the canister with the throttle assembly, and the third with the inscription “AIR” is connected to the atmosphere.
The canister purge solenoid valve is installed on a bracket fixed to the air filter housing.
When the engine is stopped, the purge solenoid valve is closed, and in this case the adsorber does not communicate with the throttle assembly.
The controller, by controlling the solenoid valve, purges the canister after the engine has operated for a specified period of time from the moment it switches to the closed-loop fuel supply control mode; the control oxygen sensor must be warmed up to the required temperature.
The valve connects the adsorber cavity with the throttle assembly - and the sorbent is purged: fuel vapors are mixed with air and discharged through the throttle assembly into the intake tract and further into the engine cylinders.
The greater the engine air consumption, the longer the duration of the controller control pulses and the more intense the purge.
