fuel pump SSANGYONG NEW ACTYON SPORTS 2013 User Guide

03-172210-01
HP pump pressure test ▶
Prepare a special tool for high pressure test
and clean it thoroughly to prevent foreign
materials from entering. 1.
Disconnect the high pressure fuel supply pipe
on the HP pump and install the close rail in the
tool kit. 2.
Connect the other end of the close rail to the
fuel rail for test. 3.
Disconnect the return hose for HP pump and
connect the clear hose and connect its the
other end to the return port of the fuel rail for
test. 4.
Connect the digital tester connector to the
sensor connector of the fuel rail for test.
Crank the engine 2 times for 5 seconds after
removing the IMV connector and fuel rail
pressure sensor connector.
Read the pressure value displayed on the
tester display is within the specified 5.
6.
7.
Specification1,050 bar or more

03-192210-01
2) Cleanness
(1) Cleanness of DI engine fuel system
Cleanness of DI engine fuel system and service procedures ▶
The fuel system for DI engine consists of transfer (low pressure) line and high pressure line.
Its highest pressure reaches over 1,800 bar.
<007a00960094008c0047008a00960094009700960095008c0095009b009a0047009000950047009000950091008c008a009b00960099004700880095008b0047006f007700470097009c00940097004700880099008c004700940088008a008f0090009500
8c008b00470088009b0047009b008f008c004700940090008a>rometer 100 μm of
preciseness.
The pressure regulation and injector operation are done by electric source from engine ECU.
Accordingly, if the internal valve is stuck due to foreign materials, injector remains open.
Even in this case, the HP pump still operates to supply high pressurized fuel. This increases the
pressure to combustion chamber (over 250 bar) and may cause fatal damage to engine.
You can compare the thickness of injector nozzle hole and hair as shown in below figure (left side). The
below figure shows the clearance between internal operating elements.
The core elements of fuel system has very high preciseness that is easily affected by dust or very small
foreign material. Therefore, make sure to keep the preliminary works and job procedures in next pages.
If not, lots of system problems and claims may arise.
Hair
Nozzle holeValve actuator lift - 0.028 mm
Diameter
0.04 mm
Operating
clearance
0.002 mm
Diameter
2.0 mm

03-20
(2) Di engine and its expected problems and remedies can be caused by
water in fuel
System supplement against paraffin separation ▶
In case of Diesel fuel, paraffin, one of the elements, can be separated from fuel during winter and then
can stick on the fuel filter blocking fuel flow and causing difficult starting finally. Oil companies supply
summer fuel and winter fuel by differentiating mixing ratio of kerosene and other elements by region and
season. However, above phenomenon can be happened if stations have poor facilities or sell improper
fuel for the season. In case of DI engine, purity of fuel is very important factor to keep internal
preciseness of HP pump and injector.
Accordingly, more dense mesh than conventional fuel filter is used. To prevent fuel filter internal clogging
due to paraffin separation, SYMC is using fuel line that high pressure and temperature fuel injected by
injector returns through fuel filter to have an effect of built-in heater (see fuel system).
System supplement and remedy against water in fuel ▶
As mentioned above, some gas stations supply fuel with excessive than specified water. In the
conventional IDI engine, excessive water in the fuel only causes dropping engine power or engine
hunting. However, fuel system in the DI engine consists of precise components so water in the fuel can
cause malfunctions of HP pump due to poor lubrication of pump caused by poor coating film during high
speed pumping and bacterization (under long period parking). To prevent problems can be caused by
excessive water in fuel, water separator is installed inside of fuel filter. When fuel is passing filter, water
that has relatively bigger specific gravity is accumulated on the bottom of the filter.
Water drain from water separator ▶
If water in the separator on the fuel filter exceeds a certain level, it will be supplied to HP pump with fuel,
so the engine ECU turns on warning lamp on the meter cluster and buzzer if water level is higher than a
certain level.
Due to engine layout, a customer cannot easily drain water from fuel filter directly, so if a customer
checks in to change engine oil, be sure to perform water drain from fuel filter.
Water
separator
To separate the water from the fuel filter,
remove the fuel filter assembly first.

03-212210-01
1. OVERVIEW
The components in fuel system supply the fuel and generate the high pressure to inject the fuel to each
injector. They are controlled by the engine ECU.
The common rail fuel injection system consists of fuel tank, fuel line, low pressure line which supplies lo
w
pressure fuel to the low pressure pump (including high pressure pump), common rail which distributes
and accumulates the high pressurized fuel from the fuel pump, high pressure line which connected to
the injector, and the engine control unit (ECU) which calculates the accelerator pedal position and
controls the overall performance of vehicle based on the input signals from various sensors.
1) Fuel Flow Diagram

03-232210-01
Accelerator pedal position
sensor
Detecting driver's intention
for speed up/down
Fuel rail assembly
Relieving the pulsation.
Measuring the fuel pressure.
Distributing the fuel to injectors.
Fuel filter assembly
Supplying clean fuel/fuel
heating/water separation by
priming pump
Plunger type HP pump (1,800 bar)
Vane type LP pump (6 bar)
T-MAP sensor
Measuring booster pressure
and temperature
High pressure pump
Generating high pressurized fuel and
supplying it according to engine rpm,
required volume, required pressure

03-24
2) Fuel System Flow Diagram
The fuel from the fuel tank is supplied to the fuel heater of fuel filter/priming pump and then low pressure
generated by the low pressure pump (built into HP pump) is transmitted to the HP pump.
The fuel pressure at the HP pump is controlled by the IMV valve, and the maximum allowed pressure is
1,800 bar. The compressed fuel at the fuel pump is delivered to the rail, and injected by the injectors
according to the injection signals. The injection method is the same with the conventional method; Fuel
return by backleak which operates the needle valve.
The major difference is that the fuel return line is connected to the fuel filter inlet port, not the HP pump
venturi.
The pressure from the high pressure pump is increased to 1,800 bar from 1,600 bar, and the pump is now
installed to the cylinder head (cylinder block for previous model). The fuel pressure is generated by the
operation of intake camshaft and gears. The specifications for the IMV valve and the fuel temperature
sensor are not changed.

15-150000-00
(3) Fuel Pressure Control
Fuel pressure is controlled by IMV opening according to the calculated value by ECU.
Pressure in the fuel rail is determined according to engine speed and load on the engine. ▶
When engine speed and load are high
The degree of turbulence is very great and the fuel can be injected at very high pressure in order to
optimize combustion.
When engine speed and load are low
The degree of turbulence is low. If injection pressure is too high, the nozzle's penetration will be
excessive and part of the fuel will be sprayed directly onto the sides of the cylinder, causing
incomplete combustion. So there occurs smoke and damages engine durability. -
-
Fuel pressure is corrected according to air temperature, coolant temperature and atmospheric pressure
and to take account of the added ignition time caused by cold running or by high altitude driving. A
special pressure demand is necessary in order to obtain the additional flow required during starts. This
demand is determined according to injected fuel and coolant temperature.
Open loop determines the current which needs to be sent to the actuator in order to obtain the
flow demanded by the ECU. ▶
Closed loop will correct the current value depending on the difference between the pressure
demand and the pressure measured. ▶
If the pressure is lower than the demand, current is reduced so that the fuel sent to the high pressure
pump is increased.
If the pressure is higher than the demand, current is increased so that the fuel sent to the high
pressure pump is reduced. -
-Fuel Pressure ▶

01-8
Front View ▶
NO. FUNCTION NO. FUNCTION
1 HFM Sensor 12 Intake Manifold
2 Intake Air Duct 13 Cylinder Head
3 Cylinder Head Cover 14 Exhaust Manifold
4 Ignition Coi 15 Dipstick Guide Tube and Gauge
5 Spark Plug Connector 16 Connecting Rod
6 Fuel Distributor 17 Crankshaft
7 Injector 18 Engine Mounting Bracket
8 Exhaust Camshaft 19 Starter
9 Intake Camshaft 20 Crankcase
10 Valve Tappet 21 Oil Pump Sprocket
11 Intake Valve 22 Oil Pan
NO. FUNCTION NO. FUNCTION
23 Camshaft Adjuster 29 Oil Pump Drive Chain
24 Oil Filler Cap 30 Oil Strainer
25 Engine Hanger Bracket 31 Oil Pump
26 Cooling Fan and Viscous Clutch 32 Ring Gear and Flywheel of Drive Plate
27 Oil Filter 33 Piston
28 Timing Chain
Side View ▶

02-32211-06
1. FUEL SYSTEM SPECIFICATION
Use Only Unleaded Fuel Rated at 89 Octane or Higher ▶
Fuel quality and additives contained in fuel have a significant effect on power output, drivability, and
life of the engine.
Fuel with too low an octane number can cause engine knock.
Caution: Use of fuel with an octane number lower than 89 may damage engine and exhaust
system.
To prevent accidental use of leaded fuel, the nozzles for leaded fuel are larger, and will not fit the
fuel filler neck of your vehicle. -
Do Not Use Methanol ▶
Fuels containing methanol (wood alcohol) should not be used in vehicle.
This type of fuel can reduce vehicle performance and damage components of the fuel system.
Use of methanol may damage the fuel system. -
Vehicle Fueling from Drums or Storage Containers ▶
For safety reasons (particularly when using noncommercial fueling systems) fuel containers, pumps
and hoses must be properly earthed.
Static electricity build up can occur under certain atmospheric and fuel flow conditions if unearthed
hoses, particularly plastic, are fitted to the fuel-dispensing pump.
It is therefore recommended that earthed pumps with integrally earthed hoses be used, and that
storage containers be properly earthed during all noncommercial fueling operations.

02-6
1) Starting Mode
When the ignition is turned ON, the ECM turns the fuel pump relay on for 1 second. The fuel pump then
builds fuel pressure. The ECM also checks the Engine Coolant Temperature (ECT) sensor and the
Throttle Position (TP) sensor and determines the proper air/fuel ratio for starting the engine. This ranges
from1.5 to 1 at -36 °C (-33 °F) coolant temperature to 14.7 to 1 at 94 °C (201 °F) coolant
temperature. The ECM controls the amountof fuel delivered in the starting mode by changing how long
the fuel injector is turned on and off. This is done by ''pulsing" the fuel injectors for very short times.
2) Run Mode
The run mode has two conditions called ''open loop" and ''closed loop".
3) Open Loop
When the engine is first started and it is above 690 rpm, the system goes into "open loop" operation. In
"open loop", the ECM ignores the signal from the HO2S and calculates the air/fuel ratio based on inputs
from the ECT sensor and the MAF sensor. The ECM stays in "open loop" until the following conditions
are met:
The O2 has a varying voltage output, showing that it is hot enough to operate properly.
The ECT sensor is above a specified temperature (22.5 °C).
A specific amount of time has elapsed after starting the engine. -
-
-
4) Closed Loop
The specific values for the above conditions vary with different engines and are stored in the
Electronically Erasable Programmable Read-Only Memory (EEPROM).
When these conditions are met, the system goes into "closed loop" operation. In "closed loop", the ECM
calculates the air/fuel ratio (fuel injector on- time) based on the signals from the O2 sensors. This allows
the air/fuel ratio to stay very close to 14.7 to 1.
5) Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.
6) Deceleration Mode
The ECM responds to changes in throttle position and airflow and reduces the amount of fuel. When
deceleration is very fast, the ECM can cut off fuel completely for short periods of time.