Ducati Monster Forum

powered by:

March 28, 2024, 08:49:57 AM *
Welcome, Guest. Please login or register.

Login with username, password and session length
News: No Registration with MSN emails
 
   Home   Help Search Login Register  



Pages: [1]   Go Down
  Print  
Author Topic: Ie Fuel System  (Read 19302 times)
Capo
Hero Member
*****
Offline Offline

Posts: 841


You Are What You Is


« on: September 30, 2008, 06:06:33 AM »

The following is based upon equipment fitted to an 04 S4R 996 Desmoquattro.
Similar equipment is fitted to other steel tank fuel injected models.

The fuel pump is controlled by the ECU, when the ignition switch is turned on, the pump runs for a preset amount of time (3 to 5 seconds), and then runs again when the ECU receives a signal from the rotation sensor. It continues to run as long as engine rotation is detected. Fuel from the pump is delivered via a filter to a fuel distribution header (or rail) in the case of the Ducati the fuel delivery hose forms the header, the pressure in the header (the system pressure) is controlled by the pressure regulator (set at 3bar), fuel supplied by the pump in excess to the requirement of the injectors is returned to the tank.

The fuel injectors take their supply from the header and atomize the fuel into the throttle body under the control of the ECU.

The pump is located in the bottom of the tank secured by a clip. A fine mesh strainer with a large surface area is connected to the pump suction and serves to protect the inner workings.

Tank Interior


Fuel Pump


The fuel pump bears the Bosh part # 0 580 453 408 it has an operating pressure of 3 bar and a capacity of 160l/h with no delivery head. Shut off head is 5bar

The pump is a positive displacement type, this means that the pump cannot produce pressure unless it is acting upon a restriction. It also has the characteristic of rising power consumption with rising restriction. At a discharge restriction of 3bar the pump is producing 2.5l/m and is consuming 5A (60W). Voltage is critical to the pump output with both pressure and volume raising and falling with voltage. Pump performance data is referenced to 13.4V at the motor terminals.

The pump is both product lubricated and cooled. It is not advisable to run it dry.

Pump manufacturing tolerances are extremely fine. Motor speeds can be as high as 10,000 RPM and the clearances within the pumping elements down to microns. Cleanliness of the fuel system is vital, with an efficient high quality filter as an essential part of the fuel system.

The 8 micron fuel filter is connected to the outlet of the pump by a hose secured with clamps, a round aluminium canister, the filter is retained in a spring clip secured to the tank. The filter is directional and should be installed with the direction arrow pointing away from the pump.

A visual inspection of the filter is not possible but the current draw of the fuel pump, measured in amps, can indicate a blocked or obscured filter. 5 to 6 amps would be a normal reading.

The current can be measured by inserting a multimeter in series with the circuit, the current will be lower if the systems pressure is less than the quoted specifications and higher if the flow of fuel is restricted in any way, for example: a blocked filter or a damaged fuel line.

When replacing a pump or filter care should be taken to keep the connecting hoses clean.

The systems pressure is the pressure that is seen within the system between the fuel pump and the pressure regulator, the system pressure is determined by the tension of a spring reacting against a diaphragm to which a valve plunger is attached, the relief pressure is set at a nominal 3bar, it is not adjustable. The diaphragm is referenced to atmospheric pressure on the spring side.

When the required pressure is obtained, the fuel pressure overcomes the pressure of the spring, the plunger lifts off its seat and excess fuel is returned to the tank.
This system due to the nature of its operation will automatically compensate for different fuel demands under different conditions. For example if the fuel requirement is low at engine idle, the plunger will lift and return a greater volume of fuel back to the tank than when the demand is higher, when a smaller amount of fuel is returned. The pressure regulation accuracy is dependant primarily on the quality of the spring and can vary between 2.75 bar to 3.25 bar.

The ECU does not have a fuel pressure input and assumes an injector inlet pressure of 3 bar, a higher pressure will cause more fuel to be injected thus richening the mixture, a lower pressure will weaken the mixture. It is also assumed that each injector delivers exactly equal amount of fuel.

The fuel tank filler assembly is divided into two parts, a base ring and the filler cap. The base ring fits into the tank opening and seals off the tank with an O ring, a second molded rubber ring seals the flange of the base ring to the tank preventing the ingress of water into the base ring cavity. The ring is secured to the tank by eight 4mm grub screws that screw into groove formed in the tank opening locking the ring firmly onto place. The cavity in the base ring will collect spilt fuel and water that can enter around the filler cap hinge plate. Any such fluids are drained through a hole to a hose that runs through the tank and exits to a wye fitting, the vent hose is connected to the other leg of the fitting the third hose exits below the engine.
It is necessary to remove the base ring in order to gain access to the pump and filter.

Base Ring


The hinged filler cap contains the vent valve, latch and lock barrel. The tank is vented to atmosphere via the filler cap which contains a check valve assembly that permits the escape or admittance of air into the tank but prevents the escape of fuel.
When the cap is closed, a hard rubber ring is pushed by four springs into contact with a ridge surrounding the tank inlet aperture effecting the closing seal. Closing the cap also seals the vent valve outlet against a rubber collar in the base ring, sealing the vent tube from the ingress of fluid and completing the vent path to the hose.

Underside of The Fuel Filler Cap


The vent check valves are contained within the filler cap, under the cover plate is a chamber at the base of which are the inlet and outlet ports. The chamber is at the highest point of the fuel tank and has access to the tank void via a small slot and by the generous clearance of the cover plate.



The check valves are resilient rubber and cover four 1mm drillings, the application a pressure differential in the correct direction is will cause once the elasticity of the valve is overcome, the valve to lift off of its seat relieving pressure or vacuum from the tank.
When closed, the valves prevent fuel from escaping.
While symmetrical in shape, the valves are not identical, the pressure relief being thicker than the vacuum relief. The valve should be assembled with the notch adjacent to the vent channel

Check Valves


The vent channel is formed between the cap body and top cover plate, a molded rubber gasket seals the channel.



A fuel level sensor is located in the base of the tank and is held in place with a union nut and sealed with an O ring. The sensor assembly is also used as sealed conduit for the pump power leads.

The sensor contains a float that rides on a shaft within the sensors tubular body, a coil of wire is molded into the wall of the tube. The passage of the float within the tube, changes the resistance of the coil, this causes the low fuel light to illuminate when the resistance reaches a predetermined setting.

Fuel Level Sensor


Operational Issues.
The fuel pump will quite happily run all day at a discharge head of 3bar, at that point the flow is sufficient to conduct the heat away from the pump. The problem comes with the increase in discharge head caused by a blocked filter. Consider the following pump curve (not the Bosch but very similar) (Bosch data is impossible to find).



It can be observed that as the discharge (head) pressure increases the amps increase and the flow decreases. At 5bar the current has risen by 28% and the cooling flow has been reduced by 20%.the heating effect of the additional current is exacerbated by the reduction in flow of coolant, resulting in a general increase in operating temperature, the life of the pump is reduced when operated under these conditions. Regular replacement of the fuel filter is the obvious way to avoid pump failures. Symptoms of a blocked fuel filter would include poor performance at large throttle openings becoming progressively worse and at lower throttle openings.

As the pump is lubricated by the fuel, running it dry will cause irreparable damage. If you run out of fuel, turn off the ignition and don?t turn it on again until you have replenished the tank.

As stated above, voltage is crucial to the pump operation, as the voltage falls so will the pump output, the symptoms being similar to that described for a blocked filter only the degradation in performance being much quicker.

Fuel pressure is also critical to the fueling of the engine, the closer to the design pressure of the 3bar the regulator can control too, the better will be the performance. Ideally an adjustable regulator could be set to maintain the 3 bar design pressure, thus removing the production tolerance of the non adjustable OEM unit. Such adjustable regulators are available on the accessories market.

When replacing internal fuel hoses, make sure you select a hose that is suitable for immersion in gasoline, most fuel hoses are not.

When replacing a pump or filter care should be taken to keep the connecting hoses clean. If you have to remove the tank, cap or cover the ends of the hoses immediately after disconnecting them.

The 4mm grub screws that secure the base ring to the tank, are prone to corrosion and can prove difficult to remove, a little anti seize grease should be applied to the screw. It is not necessary to completely remove the screws when removing the base ring from the tank, but they have to be withdrawn clear of the locating groove in the tank.

The noise heard when turning on the ignition switch is that of the pump running against an open head, once the pump has pressurized the system, it is inaudible.

The filler cap is not sealed from the base ring water from washing or rain is free to enter the base ring cavity from where it drains. The drain pipe can block, when this happens the cavity fills up and a surprising amount of water will enter the tank next time the cap is opened. If you notice that fluid not draining, clean out the tube.

Another cause of failure to drain is a kink in the hose between the base ring and the steel tube that runs through the tank. This hose and the vent hose can be readily observed through the tank fill aperture

« Last Edit: October 16, 2008, 01:20:14 AM by Capo » Logged



Capo de tuti capi
ducpainter
The Often Hated
Flounder-Administrator
Post Whore
*****
Offline Offline

Posts: 78189


DILLIGAF


« Reply #1 on: October 02, 2008, 04:18:29 PM »

 applause applause applause applause

Bravo
Logged

"Once you accept that a child on the autistic spectrum experiences the world in
 a completely different way than you, you will be open to understand how that
 perspective
    is even more amazing than yours."
    To realize the value of nine  months:
    Ask a mother who gave birth to a stillborn.
"Don't piss off old people The older we get, the less 'Life in Prison' is a deterrent.”


Statler
Flounder-Administrator
Hero Member
*****
Offline Offline

Posts: 5293


Gravel rashed froo froo white is the fastest color


« Reply #2 on: October 03, 2008, 06:34:42 AM »

fantastic.
Logged

It's still buy a flounder a drink month
lazarus7
Sr. Member
****
Offline Offline

Posts: 324


« Reply #3 on: October 16, 2008, 05:32:45 AM »

my god.
and i thought i was obsessive.....!
thank you.... applause bacon
Logged

"...the greatest artists indulge in a 'culpable rivalry' with God."     Stanislas Fumet
NvrSummer
Full Member
***
Offline Offline

Posts: 174


2001 M900


« Reply #4 on: October 16, 2008, 09:09:03 AM »

Wow, sure wish I would've had that handy when my fuel system cut out at 70 mph 900 miles from home!

Thanks Capo!
Logged
DoubleEagle
Hero Member
*****
Offline Offline

Posts: 3541


" If you are unafraid you will be safe "


« Reply #5 on: October 16, 2008, 06:52:51 PM »

WOW... who'd a thunk it !   Dolph
Logged

'08 Ducati 1098 R    '09 BMW K 1300 GT   '10 BMW S 1000 RR

Shortest sentence...." I am "   Longest sentence ... " I Do "
Monsterlover
The best kind of whore is a
Post Whore
******
Offline Offline

Posts: 18236


I will save Skynet from Sarah Connor


« Reply #6 on: January 27, 2009, 07:26:30 AM »

Pictures don't work anymore Sad
Logged

"The Vincent was like a bullet that went straight; the Ducati is like the magic bullet in Dallas that went sideways and hit JFK and the Governor of Texas at the same time."--HST    **"A man who works with his hands is a laborer.  A man who works with his hands and his brain is a craftsman.  A man who works with his hands, brains, and heart is an artist."  -Louis Nizer**
ajw85
Sr. Member
****
Offline Offline

Posts: 356


« Reply #7 on: April 09, 2009, 06:28:02 AM »

Hi, all the pictures were moved so I'm going to update it until the original post is modified.

Here is a link to the tutorial photos. Sorry to steal your thunder Capo, but this write up is totally awesome and is a superb resource for Ducati owners.

http://s295.photobucket.com/albums/mm143/Tarugo996/Tutorial/?start=0

Below is the original post
-----------------------------------------------------------------


The following is based upon equipment fitted to an 04 S4R 996 Desmoquattro.
Similar equipment is fitted to other steel tank fuel injected models.

The fuel pump is controlled by the ECU, when the ignition switch is turned on, the pump runs for a preset amount of time (3 to 5 seconds), and then runs again when the ECU receives a signal from the rotation sensor. It continues to run as long as engine rotation is detected. Fuel from the pump is delivered via a filter to a fuel distribution header (or rail) in the case of the Ducati the fuel delivery hose forms the header, the pressure in the header (the system pressure) is controlled by the pressure regulator (set at 3bar), fuel supplied by the pump in excess to the requirement of the injectors is returned to the tank.

The fuel injectors take their supply from the header and atomize the fuel into the throttle body under the control of the ECU.

The pump is located in the bottom of the tank secured by a clip. A fine mesh strainer with a large surface area is connected to the pump suction and serves to protect the inner workings.

Tank Interior



Fuel Pump


The fuel pump bears the Bosh part # 0 580 453 408 it has an operating pressure of 3 bar and a capacity of 160l/h with no delivery head. Shut off head is 5bar

The pump is a positive displacement type, this means that the pump cannot produce pressure unless it is acting upon a restriction. It also has the characteristic of rising power consumption with rising restriction. At a discharge restriction of 3bar the pump is producing 2.5l/m and is consuming 5A (60W). Voltage is critical to the pump output with both pressure and volume raising and falling with voltage. Pump performance data is referenced to 13.4V at the motor terminals.

The pump is both product lubricated and cooled. It is not advisable to run it dry.

Pump manufacturing tolerances are extremely fine. Motor speeds can be as high as 10,000 RPM and the clearances within the pumping elements down to microns. Cleanliness of the fuel system is vital, with an efficient high quality filter as an essential part of the fuel system.

The 8 micron fuel filter is connected to the outlet of the pump by a hose secured with clamps, a round aluminium canister, the filter is retained in a spring clip secured to the tank. The filter is directional and should be installed with the direction arrow pointing away from the pump.

A visual inspection of the filter is not possible but the current draw of the fuel pump, measured in amps, can indicate a blocked or obscured filter. 5 to 6 amps would be a normal reading.

The current can be measured by inserting a multimeter in series with the circuit, the current will be lower if the systems pressure is less than the quoted specifications and higher if the flow of fuel is restricted in any way, for example: a blocked filter or a damaged fuel line.

When replacing a pump or filter care should be taken to keep the connecting hoses clean.

The systems pressure is the pressure that is seen within the system between the fuel pump and the pressure regulator, the system pressure is determined by the tension of a spring reacting against a diaphragm to which a valve plunger is attached, the relief pressure is set at a nominal 3bar, it is not adjustable. The diaphragm is referenced to atmospheric pressure on the spring side.

When the required pressure is obtained, the fuel pressure overcomes the pressure of the spring, the plunger lifts off its seat and excess fuel is returned to the tank.
This system due to the nature of its operation will automatically compensate for different fuel demands under different conditions. For example if the fuel requirement is low at engine idle, the plunger will lift and return a greater volume of fuel back to the tank than when the demand is higher, when a smaller amount of fuel is returned. The pressure regulation accuracy is dependant primarily on the quality of the spring and can vary between 2.75 bar to 3.25 bar.

The ECU does not have a fuel pressure input and assumes an injector inlet pressure of 3 bar, a higher pressure will cause more fuel to be injected thus richening the mixture, a lower pressure will weaken the mixture. It is also assumed that each injector delivers exactly equal amount of fuel.

The fuel tank filler assembly is divided into two parts, a base ring and the filler cap. The base ring fits into the tank opening and seals off the tank with an O ring, a second molded rubber ring seals the flange of the base ring to the tank preventing the ingress of water into the base ring cavity. The ring is secured to the tank by eight 4mm grub screws that screw into groove formed in the tank opening locking the ring firmly onto place. The cavity in the base ring will collect spilt fuel and water that can enter around the filler cap hinge plate. Any such fluids are drained through a hole to a hose that runs through the tank and exits to a wye fitting, the vent hose is connected to the other leg of the fitting the third hose exits below the engine.
It is necessary to remove the base ring in order to gain access to the pump and filter.

Base Ring


The hinged filler cap contains the vent valve, latch and lock barrel. The tank is vented to atmosphere via the filler cap which contains a check valve assembly that permits the escape or admittance of air into the tank but prevents the escape of fuel.
When the cap is closed, a hard rubber ring is pushed by four springs into contact with a ridge surrounding the tank inlet aperture effecting the closing seal. Closing the cap also seals the vent valve outlet against a rubber collar in the base ring, sealing the vent tube from the ingress of fluid and completing the vent path to the hose.

Underside of The Fuel Filler Cap


The vent check valves are contained within the filler cap, under the cover plate is a chamber at the base of which are the inlet and outlet ports. The chamber is at the highest point of the fuel tank and has access to the tank void via a small slot and by the generous clearance of the cover plate.



The check valves are resilient rubber and cover four 1mm drillings, the application a pressure differential in the correct direction is will cause once the elasticity of the valve is overcome, the valve to lift off of its seat relieving pressure or vacuum from the tank.
When closed, the valves prevent fuel from escaping.
While symmetrical in shape, the valves are not identical, the pressure relief being thicker than the vacuum relief. The valve should be assembled with the notch adjacent to the vent channel

Check Valves


The vent channel is formed between the cap body and top cover plate, a molded rubber gasket seals the channel.



A fuel level sensor is located in the base of the tank and is held in place with a union nut and sealed with an O ring. The sensor assembly is also used as sealed conduit for the pump power leads.

The sensor contains a float that rides on a shaft within the sensors tubular body, a coil of wire is molded into the wall of the tube. The passage of the float within the tube, changes the resistance of the coil, this causes the low fuel light to illuminate when the resistance reaches a predetermined setting.

Fuel Level Sensor



Operational Issues.
The fuel pump will quite happily run all day at a discharge head of 3bar, at that point the flow is sufficient to conduct the heat away from the pump. The problem comes with the increase in discharge head caused by a blocked filter. Consider the following pump curve (not the Bosch but very similar) (Bosch data is impossible to find).

IMAGE REMOVED
It can be observed that as the discharge (head) pressure increases the amps increase and the flow decreases. At 5bar the current has risen by 28% and the cooling flow has been reduced by 20%.the heating effect of the additional current is exacerbated by the reduction in flow of coolant, resulting in a general increase in operating temperature, the life of the pump is reduced when operated under these conditions. Regular replacement of the fuel filter is the obvious way to avoid pump failures. Symptoms of a blocked fuel filter would include poor performance at large throttle openings becoming progressively worse and at lower throttle openings.

As the pump is lubricated by the fuel, running it dry will cause irreparable damage. If you run out of fuel, turn off the ignition and don?t turn it on again until you have replenished the tank.

As stated above, voltage is crucial to the pump operation, as the voltage falls so will the pump output, the symptoms being similar to that described for a blocked filter only the degradation in performance being much quicker.

Fuel pressure is also critical to the fueling of the engine, the closer to the design pressure of the 3bar the regulator can control too, the better will be the performance. Ideally an adjustable regulator could be set to maintain the 3 bar design pressure, thus removing the production tolerance of the non adjustable OEM unit. Such adjustable regulators are available on the accessories market.

When replacing internal fuel hoses, make sure you select a hose that is suitable for immersion in gasoline, most fuel hoses are not.

When replacing a pump or filter care should be taken to keep the connecting hoses clean. If you have to remove the tank, cap or cover the ends of the hoses immediately after disconnecting them.

The 4mm grub screws that secure the base ring to the tank, are prone to corrosion and can prove difficult to remove, a little anti seize grease should be applied to the screw. It is not necessary to completely remove the screws when removing the base ring from the tank, but they have to be withdrawn clear of the locating groove in the tank.

The noise heard when turning on the ignition switch is that of the pump running against an open head, once the pump has pressurized the system, it is inaudible.

The filler cap is not sealed from the base ring water from washing or rain is free to enter the base ring cavity from where it drains. The drain pipe can block, when this happens the cavity fills up and a surprising amount of water will enter the tank next time the cap is opened. If you notice that fluid not draining, clean out the tube.

Another cause of failure to drain is a kink in the hose between the base ring and the steel tube that runs through the tank. This hose and the vent hose can be readily observed through the tank fill aperture
Logged
dimateodor
New Member
*
Offline Offline

Posts: 1


« Reply #8 on: July 26, 2009, 05:16:22 PM »

M8, this is a great post and it helped me a lot in fixing my bike. However, I want to make a correction to what you said, as it saved me loads of time and money: It is not irreversible damage to the pump if it runs dry...it may just block! I know this for a fact, as I also thought my pump is dead. (Of course, this is just in case you run it dry for a short amount of time...my dad says up to a few minutes in total, but I wouldn't go that far...)

BUT what I did was remove the plastic (or whatever that was) filter, which exposes a small part of the "guts" of the pump. Then I ran a  jet of water through it, followed by a tweak with a very small screw-driver on the impeller that is exposed through that little hole . I repeated this process for a few times and then what do you know, I put a battery on it and it worked  bow down That was such a sweet sound....

The thing is that the pump may just block, so it is worth trying this before you give up. As long as you put a battery on the pump, and the current runs through it.....it means that you may still have a chance, even if it is not responding.

Cheers drink
« Last Edit: July 26, 2009, 05:19:48 PM by dimateodor » Logged
austduc
New Member
*
Offline Offline

Posts: 1


« Reply #9 on: October 10, 2012, 04:41:50 AM »

Hi
Can you please re upload the pictures and the link dont work either....
I'm in the process of doing mine just needed a little more guidance  ...
Thanks
Logged
stopintime
Hero Member
*****
Offline Offline

Posts: 8911


S2R 800 '07


« Reply #10 on: October 10, 2012, 05:13:40 AM »

Hi
Can you please re upload the pictures and the link dont work either....
I'm in the process of doing mine just needed a little more guidance  ...
Thanks

The OP is no longer on this forum and he took the picture links down as well. Too bad, but that's the way it is.
Logged

237,000 km/sixteen years - loving it
Pages: [1]   Go Up
  Print  
 
Jump to:  


Powered by MySQL Powered by PHP Powered by SMF 1.1.21 | SMF © 2015, Simple Machines
Simple Audio Video Embedder
Valid XHTML 1.0! Valid CSS!
SimplePortal 2.1.1