fuel pump LAMBORGHINI GALLARDO 2009 Workshop Manual

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01Engine 00$VVHPEOLHV 00Description
01$X[LOLDU\EHOW 01Check (control)
03Crankcase, cylinder, cylinder head 02Adjustment
05Crankshaft, connecting rods 03'LVDVVHPEOH
07Pistons, rings, pins, liners 04Cleaning
09Camshaft, valves 05$VVHPEOH
15Oil pump 06Bleeding
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17Oil cooler 08Filling and topping up
19Air intercooler 09Overhaul
21Water cooling 10Error code
22Water pump 11
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27Fuel pump & lines 12Running-in
28Injection system 13Adjustment coding
29Air intake manifold 14
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31Catalyst
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42Automatic clutch (E-gear)
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90Timing system
98Repair kit
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715HWUR¿W 2SWLRQDO 00$VVHPEOLHV 00Description
Engine 01$X[LOLDU\EHOW 01Check (control)
03Crankcase, cylinder, cylinder head 02Adjustment
05Crankshaft, connecting rods 03'LVDVVHPEOH
07Pistons, rings, pins, liners 04Cleaning
09Camshaft, valves 05$VVHPEOH
15Oil pump 06Bleeding
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17Oil cooler 08Filling and topping up
19Air intercooler 09Overhaul
21Water cooling 10Error code
22Water pump 11
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27Fuel pump & lines 12Running-in
28Injection system 13Adjustment coding
29Air intake manifold 14
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31Catalyst
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42Automatic clutch (E-gear)
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Remove the engine wiring harness. •Disassemble the bench (086803).
• Disassemble the right side member cover (086803).
• Disassemble the right B pillar cover (086803).
21. Disconnect the E-gear control unit connectors ( A-Fig.17) and loosen the corresponding earth ( %)LJ). Only
for vehicles equipped with an E-gear system.
22. Disconnect the connections of the 4 relays ( C-Fig.17) connected to the main electrical system.
23. Detach the 2 fuse blocks ( ')LJ) from the corresponding support.
24. Loosen the 2 screws ( ()LJ) securing the relay support ( F-Fig.17) to the chassis.
25 . Disconnect the 7 relays on the support ( F-Fig.17).
1- Blue 643 main relay.
2- Gray 643 secondary air pump relay.
3- Purple 373 +50 1 relay.
4- Red 373 +50 2 relay.
5- Orange 643 secondary air pump 1 relay.
6- Green 643 engine relay.
7- White 179 E-gear pump relay (only on vehicles equipped with an E-gear system).
8- Blank.
9- Blank.
26. Disconnect the 3 fuses on the relay support ( F-Fig.17).
A- Black - 50A secondary air pump 1.
B- Brown - 40A fuel pump supply.
C- Blank.
D- Red - 50 A secondary air pump 2.

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'LVDVVHPEOLQJWKHKHDGV 3UHOLPLQDU\RSHUDWLRQV • Disassemble the engine (010003)
• Disassemble the Exhaust manifold (013103)
• Disassemble the coils (090503)
• Disassemble the variable valve timing mechanisms (011603)
Adopt the safety procedure to reduce the fuel pressure in the supply circuit (012803).
'LVDVVHPEOLQJWKHULJKWDQGOHIWKHDGFRYHUV 1. Disconnect the supply circuit pipe ( A-Fig.1) from the high pressure pump.
2. Free the 2 head covers ( B-Fig.1) from the 2 heads (one cover per head) by removing all 32 screws (16 screws
per cover).
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5. Disconnect the fuel tubes ( H-Fig.3) and the connectors ( I-Fig.3).
6.  'LVFRQQHFWWKHÀRDW L-Fig.3) from its seat inside the tank.
7. Disconnect the fuel level sensor connector ( M-Fig.3 IURPWKHÀRDWDQGUHPRYHWKHÀRDW
8.  5HPRYH WKH ÀRDW 1)LJ) by disconnecting it from its seat inside the tank while keeping the teeth 1 and 2
pressed ( Fig.3).
5,*+77$1. 3UHOLPLQDU\RSHUDWLRQV • Disassemble the bench (086803).
• Disassemble the control unit plate (098103).
• Empty the fuel tank (020107).
Floats and fuel pump disassembly
1. Detach the plate ( A-Fig.4 E\XQVFUHZLQJWKH¿[LQJVFUHZV B-Fig.4).

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. Disconnect the tubes ( C-Fig.5) and the connector ( D-Fig.5).
3. Unscrew the ring nut ( E-Fig.5) that secures the cover.
4. Remove the cover ( F-Fig.6) and the gasket ( G-Fig.6).
5 . Disconnect the tube ( H-Fig.6) and the connectors ( I-Fig.6).
6 . Disconnect the connector ( L-Fig.6) from the fuel pump.

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. Disconnect the tube ( M-Fig.7) from the fuel pump.
8. Disengage the fuel pump ( 1)LJ) by turning the two clamps ( O-Fig.7).
9. Remove the fuel pump.
10.  'LVFRQQHFWWKHÀRDW 3)LJ
) from its seat inside the tank.
11. Disconnect the fuel level sensor connector ( Q-Fig.8 IURPWKHÀRDWDQGUHPRYHWKHODWWHU
12.  5HPRYH WKH ÀRDW R-Fig.8) by disconnecting it from its seat inside the tank, while keeping the teeth 1 and 2
pressed ( Fig.8).

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3. Connect the fuel tubes ( D-Fig.1 DQGWKHFRQQHFWRUV E-Fig.1).

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The
GLUHFWLQMHFWLRQV\VWHP ',6  is comparable to the running of an indirect injection engine. The basic difference
is that in this case, the fuel is injected directly into the cylinder.
This system better optimizes the amount of fuel to be injected, so consumption – and consequently emissions – are reduced. Characteristics of the system • A low pressure pump having an operation range between 6 and 4 bar,
•  7ZRLQWDNHPDQLIROGVHTXLSSHGZLWKWZRDLUÀRZPHWHUVWKDWPHDVXUHWKHÀRZDQGWHPSHUDWXUHRIWKHDVSLUDWHG
air (one per manifold),
• Two high pressure pumps mechanically driven by the motion of the engine can reach a pressure varying
between EDU 0,1 DQGEDU 0$; .
• High pressure injectors that directly inject the fuel into the cylinder crown.
• A special piston that allows a vortex to be created, inside of which the fuel vaporized at high pressure is
sprayed.
The system is designed for the following types of operation: •  VWRLFKLRPHWULFVWUDWL¿HGPL[WXUH
• homogeneous mixture,
• homogeneous and rich mixture.
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help with emissions.Homogenous and rich running is used only when there is a demand for torque.
When running at low speeds, the injection system is further aided by a tumble system inside the intake manifold that
helps the vortex created by the design of the piston, ensuring that the quantity of injected fuel goes directly beneath the spark plug. In this way the mixture is optimized with a lower quantity of fuel.
The injection of fuel during the compression phase of the cylinder is managed electronically by two injection control
units, of which one works as the MASTER and the other as the SLAVE  .
The injection system is controlled by two linear oxygen sensors that alter the amount of fuel according to the demand
of torque and engine rpm. There are also two latest generation three-way pre-catalytic converters ( A-Fig.1) (with two
oxygen sensors for their control) and two post-catalytic converters incorporated inside the silencer ( B-Fig.1).

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Fuel pump
There is only one electric fuel pump (
A-Fig.6) and it is in the right tank. This pump is controlled by an ECU ( B-Fig.6)
which in turn is controlled by the master control unit.
The pump has an operating pressure ranging between 4 and 6 bar, depending on the various operating conditions
of the vehicle.
The pump sends the fuel to the two high pressure pumps (which are mechanical) that compress the fuel and take the pressure to a value varying from 120 to 140 bar, according to vehicle operation.
Both the high and low pressure pumps are monitored by two sensors installed on the respective lines to prevent overpressure problems. Linear phase transformers
Linear phase transformers allow the engine phase to vary according to the torque required in order to always have optimum phasing.
In this version they are always enabled, and the phasing follows different maps according to the load and the atmospheric conditions. Piloting is performed by a solenoid valve ( A-Fig.7), which makes the oil pass inside the phase-changing gear.
This operation is managed by the injection control units that also receive the position of the camshaft through the
Hall effect sensors ( B-Fig.7) mounted on the camshafts:
• two sensors for the exhaust (one per cylinder bank)
• two sensors for the intake (one per cylinder bank)

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