Diesel Engine Operation and Diagnosis: Automotive Technology, Fourth Edition

19
DIESEL ENGINE
OPERATION AND
DIAGNOSIS
Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

James Halderman All Rights Reserved
19 DIESEL ENGINE OPERATION AND DIAGNOSIS
Objectives
• The student should be able to:
– Prepare for ASE Engine Performance (A8)
certification test content area “C” (Fuel, Air
Induction, and Exhaust Systems Diagnosis
and Repair).
– Explain how a diesel engine works.
– Describe the difference between direct
injection (DI) and indirect injection (IDI)
diesel engines.

Objectives
• The student should be able to:
– List the parts of the typical diesel engine
fuel system.
– Explain how glow plugs work.
– List the advantages and disadvantages of a
diesel engine.

DIESEL ENGINES

Diesel Engines
• Fundamentals
– Rudolf Diesel perfected the compression
ignition engine in 1892
– Heat created by compression ignites the
fuel

Diesel Engines
• Fundamentals
– Requires compression ratios of 16:1 and
higher
– Heat of compression: incoming air is
compressed until its temperature reaches
about 1,000｡F (540｡C)

Diesel Engines
• Fundamentals
– Fuel is injected into the cylinder and ignited
by hot air
– Fuel produces power as it burns

Diesel Engines
• Fundamentals
– Heavier and stronger than the same size
gasoline-powered engine
– Fuel system with a precision injection pump
and individual fuel injectors

Diesel Engines
• Fundamentals
– Pump delivers fuel to injectors at a high
pressure and at timed intervals

Diesel Engines
• Fundamentals
– Each injector sprays fuel into the
combustion chamber at the precise
moment required for efficient combustion

Figure 19-1 Diesel combustion occurs when fuel is injected into the hot, highly compressed air in
the cylinder.

Figure 19-2 A typical injector pump type of automotive diesel fuel–injection system.

Diesel Engines
• Advantages and Disadvantages
– Advantages include:
• More torque output
• Greater fuel economy
• Long service life

Diesel Engines
– Disadvantages include:
• Engine noise
• Exhaust smell
• Cold weather startability

Diesel Engines
• Vacuum pump
• Heavier than a gasoline engine

Diesel Engines
• Fuel availability
• Extra cost compared to a gasoline engine

Diesel Engines
• Construction
– Constructed heavier than gasoline engines
because of the tremendous pressures that
are created in the cylinders during
operation

Diesel Engines
• Construction
– Torque output is often double or more than
the same size gasoline-powered engines

Chart 19-1 Comparison between a typical gasoline and a diesel engine.

Figure 19-3 A Cummins diesel engine as found in a Dodge pickup truck. A high-pressure pump
(up to 30,000 PSI) is used to supply diesel fuel to this common rail, which has tubes running to
each injector. Note the thick cylinder walls and heavy-duty construction.

Figure 19-4 A rod/piston assembly from a 5.9 liter Cummins diesel engine used in a Dodge
pickup truck.

Diesel Engines
• Air-Fuel Ratios
– Air-fuel mixture of a diesel can vary from
as lean as 85:1 at idle to as rich as 20:1 at
full load

Diesel Engines
• Air-Fuel Ratios
– Higher air-fuel ratio and the increased
compression pressures make the diesel
more fuel efficient than a gasoline engine

Diesel Engines
• Air-Fuel Ratios
– Speed and power are not controlled by the
amount of air entering the cylinders, so the
engine always has enough oxygen to burn
the fuel in the cylinder and will increase
speed (and power) when additional fuel is
supplied

Diesel Engines
• NOTE: Many newer diesel engines are
equipped with a throttle valve. This
valve is used by the emission control
system and is not designed to control
the speed of the engine.

Diesel Engines
• Indirect and Direct Injection
– Indirect injection (abbreviated IDI) diesel
engine
• Fuel is injected into a small prechamber
connected to the cylinder

Diesel Engines
engine
• Initial combustion takes place in the
prechamber

Diesel Engines
engine
• Slowed rate of combustion tends to reduce
noise

Diesel Engines
– Direct injection (abbreviated DI) diesel
engine
• Fuel is injected directly into the cylinder

Diesel Engines
engine
• The piston incorporates a depression where
initial combustion takes place

Diesel Engines
engine
• Generally more efficient than indirect
injection engines

Diesel Engines
engine
• Tend to produce greater amounts of noise

Figure 19-5 An indirect injection diesel engine uses a prechamber and a glow plug.

Figure 19-6 A direct injection diesel engine injects the fuel directly into the combustion chamber.
Many designs do not use a glow plug.

Diesel Engines
• Diesel Fuel Ignition
– Fuel is injected into the air charge heated
by compression to a temperature greater
than the ignition point of the fuel or about
1,000°F (538°C)

Diesel Engines
– Expanded gases force the piston to rotate
the crankshaft

Diesel Engines
– A four-stroke diesel engine requires two
rotations of the crankshaft to complete one
cycle

THREE PHASES
OF COMBUSTION

Three Phases of Combustion

• Ignition delay
• Rapid combustion
• Controlled combustion

FUEL TANK
AND LIFT PUMP

Fuel Tank and Lift Pump

• Parts Involved
– Fuel tank on a vehicle with a diesel engine
differs from gasoline engine in the following
ways:
• Filler neck is larger for diesel fuel


• Parts Involved
ways:
• Nozzle size is 15/16 in. (24 mm) instead of
13/16 in. (21 mm) for gasoline filler necks


• Parts Involved
ways:
• No evaporative emission control devices or a
charcoal (carbon) canister


• Parts Involved
ways:
• Diesel fuel is not as volatile as gasoline


• Parts Involved
ways:
• Diesel vehicles do not have evaporative
emission control devices


• Parts Involved
– Diesel fuel is usually drawn from the fuel
tank by a lift pump
– Lift pump delivers fuel to the injection
pump


• Parts Involved
– Between the fuel tank and the lift pump is
a water-fuel separator


• Parts Involved
– Float inside the separator is connected to a
warning light on the dash that lights if the
water level is too high
– Separator is often part of the fuel filter
assembly


• NOTE: Water can cause corrosive
damage and wear to diesel engine
parts because it is not a good lubricant.
Water cannot be atomized by a diesel
fuel injector nozzle and will often “blow
out” the nozzle tip.

Figure 19-7 A fuel temperature sensor is being tested using an ice bath.

INJECTION PUMP

Injection Pump
• Need for High-Pressure Fuel Pump
– Injection pump used to increase pressure
of the fuel
– Lift pump is a low-pressure, high-volume
pump

Injection Pump
– High-pressure injection pump is a high-
pressure, low-volume pump
– Injection pumps are usually driven by a
gear off the camshaft at front of engine

Injection Pump
– Fuel is fed from fill port to high-pressure
chamber
– If distributor type injection pump is used,
fuel is forced out of the injection port to the
injector nozzle through the high-pressure
line

Injection Pump
• NOTE: Because of the very tight
tolerances in a diesel engine, the
smallest amount of dirt can cause
excessive damage to the engine and to
the fuel-injection system.

Figure 19-8 A typical distributor-type diesel injection pump showing the pump, lines, and fuel
filter.

Injection Pump
• Distributer Injection Pump
– High-pressure pump assembly with lines
leading to each individual injector

Injection Pump
– High-pressure lines between distributor and
injectors must be the exact same length

Injection Pump
– High-pressure fuel causes injectors to open
– The injection pump itself creates the
injection advance needed for engine speeds
above idle, then the fuel is discharged into
the lines

Injection Pump
• NOTE: The lines expand some during
an injection event. This is how timing
checks are performed. The pulsing of
the injector line is picked up by a probe
used to detect the injection event
similar to a timing light used to detect
a spark on a gasoline engine.

Figure 19-9 A schematic of Standadyne diesel fuel–injection pump assembly showing all of the
related components.

Injection Pump
• High-Pressure Common Rail (HPCR)
– Diesel fuel under high pressure is applied
to the injectors

Injection Pump
• High-Pressure Common Rail (HPCR)
– Injectors are opened by a computer
controlled solenoid
– Combustion process can be precisely
controlled to provide maximum engine
efficiency with the lowest possible noise
and exhaust emissions

Figure 19-10 Overview of a computer-controlled high-pressure common rail V-8 diesel engine.

HEUI SYSTEM

Heui System
• Principles of Operation
– Ford 7.3 and 6.0 liter (and Navistar) diesels
use a hydraulic electronic unit injection
(HEUI) system

Heui System
– Components include:
• High-pressure engine oil pump and reservoir

Heui System
• Pressure regulator for the engine oil

Heui System
• Passages in the cylinder head for flow of fuel
to the injectors

Heui System
• Operation
– The system functions as follows:
• Fuel is drawn from the tank by the tandem
fuel pump and circulated at low pressure
through the fuel filter/water separator/fuel
heater bowl, then directed back to the fuel
pump where fuel is pumped at high
pressure into the cylinder head fuel galleries

Heui System
• Operation
– The system functions as follows:
• Injectors hydraulically actuated by engine oil
pressure from the high-pressure oil pump
are fired by the powertrain control module
(PCM). The PCM is the control system for
the fuel injectors and the injectors are fired
based on sensor inputs received by the
PCM.

Figure 19-11 A HEUI injector from a Ford PowerStroke diesel engine. The O-ring grooves indicate
the location of the O-rings that seal the fuel section of the injector from coolant and from the engine
oil.

Heui System
• Operation
– Five O-rings keep fuel and oil from mixing
or escaping
– Three external O-rings should be replaced
if they fail

Heui System
• Operation
– Injectors must be replaced if the two
internal O-rings fail

Heui System
• Operation
– The most common symptoms of injector O-
ring trouble include:
• Oil getting in the fuel
• Fuel filter element turning black

Heui System
• Operation
• Long cranking times before starting
• Sluggish performance

Heui System
• Operation
• Reduction in power
• Increased oil consumption

DIESEL INJECTOR
NOZZLES

Diesel Injector Nozzles

• Parts Involved
– Parts of a diesel injector nozzle include:
• Heat shield
• Injector body


• Parts Involved
– Parts of a diesel injector nozzle include:
• Diesel injector needle valve
• Injector pressure chamber


• Diesel Injector Nozzle Operation
– Electric solenoid on the nozzle is computer
controlled and opens to allow fuel to flow
into the injector pressure chamber


– Fuel flows down a fuel passage in the
injector body and into the pressure
chamber


– High fuel pressure forces the needle valve
upward, compressing the needle valve
return spring and forcing the needle valve
open


– Fuel is discharged into the combustion
chamber in a hollow cone spray pattern
– Fuel that leaks past the needle valve
returns to the fuel tank

Figure 19-12 Typical computer-controlled diesel engine fuel injectors.

Figure 19-13 A Duramax injector showing all the internal parts.

GLOW PLUGS

Glow Plugs
• Purpose and Function
– Heating element that uses 12 volts from
the battery and aids in the starting of a
cold engine by providing heat to help the
fuel to ignite

Figure 19-14 A glow plug assortment showing the various types and sizes of glow plugs used.
Always use the specified glow plugs.

Glow Plugs
• Operation
– Glow plugs are controlled by the powertrain
control module
– Glow plugs are turned on or pulsed on or
off depending on engine temperature

Glow Plugs
• Operation
– The PCM keeps the glow plug turned on
after the engine starts, to reduce white
exhaust smoke and to improve idle quality
after starting

Glow Plugs
• Operation
– “Wait to start” lamp (if equipped) will light
when the engine and the outside
temperatures are low to allow time for the
glow plugs to get hot

Figure 19-15 A schematic of a typical glow plug circuit. Notice that the glow plug relay and
intake air heater relay are both computer controlled.

?
Glow Plugs
• Heated Inlet Air
– Some diesel engines use an electrical
heater wire to warm the intake air to help
in cold weather starting and running

Figure 19-16 A wire-wound electric heater is used to warm the intake air on some diesel
engines.

ENGINE-DRIVEN
VACUUM PUMP

Engine-Driven Vacuum Pump

• Most diesels in cars and light trucks are
equipped with an engine-driven
vacuum pump to supply the vacuum
components such as:
– Exhaust gas recirculation (EGR) valve

Engine-Driven Vacuum Pump

• Most diesels in cars and light trucks are
equipped with an engine-driven
vacuum pump to supply the vacuum
components such as:
– Heating and ventilation blend
– Air doors

DIESEL FUEL HEATERS

Diesel Fuel Heaters

• Help prevent power loss and stalling in
cold weather
• Placed in the fuel line between the tank
and the primary filter

ACCELERATOR PEDAL
POSITION SENSOR

Accelerator Pedal Position Sensor

• A throttle-by-wire system uses an
accelerator pedal position (APP) sensor
• To ensure safety, it consists of three
separate sensors that change in voltage
as the accelerator pedal is depressed

Accelerator Pedal Position Sensor

• Voltage output of each sensor is
compared to a standard voltage to
check for errors
• Engine and vehicle speeds are often
reduced if errors are found

Figure 19-17 A typical accelerator pedal position (APP) sensor uses three different sensors in one
package with each creating a different voltage as the accelerator is moved.

DIESEL ENGINE
TURBOCHARGERS

Diesel Engine Turbochargers

• Turbocharged Diesels
– Greatly increases engine power
– The turbine wheel spins as exhaust gas
flows out of the engine and drives the
turbine blades


• Turbocharged Diesels
– The turbine spins the compressor wheel at
the opposite end of the turbine shaft,
pumping air into the intake system

Figure 19-18 A Cummins diesel turbocharger is used to increase the power and torque of the
engine.


• Air Charge Cooler
– Cools compressed air to further raise the
air density
– More power can be produced by the engine

Figure 19-19 An air charge cooler is used to cool the compressed air.


• Variable Turbocharger
– Used for boost control
– Boost pressure is controlled independent of
engine speed and a wastegate is not
needed


– Adjustable vanes
– Vane position control solenoid valve
advances the unison ring’s relationship to
the turbine and thereby articulate the
vanes


– Solenoid actuates a spool valve that applies
oil pressure to either side of a piston


– Oil flow has three modes:
• Apply moves the vanes toward a closed
position


• Hold maintains the vanes in a fixed position


• Release moves the vanes toward the open
position

Figure 19-20 A variable vane turbocharger allows the boost to be controlled without the need of
a wastegate.

EXHAUST GAS
RECIRCULATION

Exhaust Gas Recirculation

• The EGR system recycles exhaust gas
back into the intake stream to cool
combustion
• Oxides of nitrogen (NOx) emissions are
reduced


• The EGR System includes:
– Plumbing that carries exhaust gas from the
turbocharger exhaust inlet to the intake
ports


• The EGR System includes:
– EGR control valve
– Stainless steel cooling element used to cool
the exhaust gases


• The EGR valve is PCM controlled and
often uses a DC stepper motor and
worm gear to move the valve stem
open
• Return spring force closes the valve


• EGR valve and sensor assembly is a
five-wire design

Figure 19-21 A cutaway showing the exhaust cooler. The cooler the exhaust is, the more
effective it is in controlling NOx emissions.

DIESEL PARTICULATE
MATTER

Diesel Particulate Matter

• Particulate Matter Standards
– Particulate matter (PM) is also called soot
– Tiny particles of solid or semisolid material
in the atmosphere

?

• Particulate Matter Standards
– Particulates are generally categorized as
follows:
• Total suspended particulate (TSP)
• PM10, PM2.5

Figure 19-22 Relative size of particulate matter to a human hair.


• Soot Categories
– Fine
– Ultrafine

DIESEL OXIDATION
CATALYST

Diesel Oxidation Catalyst

– Used in all light-duty diesel engines since
2007
– Main function of the Diesel Oxidation
Catalyst (DOC) is to start a regeneration
event by converting the fuel-rich exhaust
gases to heat


– The DOC also reduces:
• Carbon monoxide (CO)
• Hydrocarbons (HC)


– The DOC also reduces:
• Odor-causing compounds such as aldehydes
and sulfur

Figure 19-23 Chemical reaction within the DOC.

DIESEL EXHAUST
PARTICULATE FILTER

Diesel Exhaust Particulate Filter

– Used in all light-duty diesel vehicles since
2007 to meet the exhaust emissions
standards

Figure 19-24 Aftertreatment of diesel exhaust is handled by the DOC and DPF.


• Operation
– Soot particulates in the gas are trapped on
the Diesel Exhaust Particulate Filter (DPF)
channel walls
– Filter must be purged to remove soot
particles (regeneration)

Figure 19-25 The soot is trapped in the passages of the DPF. The exhaust has to flow through
the sides of the trap and exit.


• Exhaust Gas Temperature Settings
– Two exhaust gas temperature sensors are
used to help the PCM control the DPF
• EGT sensor 1 and EGT sensor 2

Figure 19-26 EGT 1 and EGT 2 are used by the PCM to help control after treatment.


• DPF Differential Pressure Sensor
– Two pressure sample lines:
• One is attached before the DPF


– Two pressure sample lines:
• The other is located after the DPF


– The exact location varies by type of vehicle


• Diesel Particulate Filter Regeneration
– Several factors can trigger the diesel PCM
to perform regeneration, including:
• Distance since last DPF regeneration


• Fuel used since last DPF regeneration


• Engine run time since last DPF regeneration


• Exhaust differential pressure across the DPF


• DPF Regeneration Process
– PCM controls that impact DPF regeneration
include late post injections, engine speed,
and adjusting fuel pressure

?

– Late post injection pulses provide the
engine with additional fuel to be oxidized in
the DOC


– The intake air valve acts as a restrictor that
reduces air entry to the engine


– The intake air heater may also be activated
to warm intake air during regeneration

Figure 19-27 Regeneration burns the soot and renews the DPF.

?

• Types of DPF Regeneration
– Passive regeneration
– Active regeneration


• Ash Loading
– Ash is a noncombustible by-product from
normal oil consumption
– Ash accumulation causes a restriction in
the particulate filter


• Ash Loading
– The DPF will need to be removed and
cleaned or replaced
– Low ash content engine oil (API CJ-4) is
required for vehicles with the DPF system

SELECTIVE CATALYTIC
REDUCTION

Selective Catalytic Reduction

– Method used to reduce NOx emissions
– Selective Catalytic Reduction (SCR) system
uses a urea (nitrogen fertilizer)


– Urea is called diesel exhaust fluid (DEF) in
North America and AdBlue in Europe

Figure 19-30 Diesel exhaust fluid costs $3 to $4 a gallon and is housed in a separate container
that holds from 5 to 10 gallons, or enough to last until the next scheduled oil change in most diesel
vehicles that use SCR.


– Chemical reaction converts nitrogen oxides
(NOx) into nitrogen (N2) and water (H2O)


– Urea storage tank needs to be refilled at
each scheduled oil change or every 7,500
miles (12,000 km)

Figure 19-31 Urea (diesel exhaust fluid) injection is used to reduce NOx exhaust emissions. It is
injected after the diesel oxidation catalyst (DOC) and before the diesel particulate filter (DPF) on
this 6.7 liter Ford diesel engine.


• Advantages of SCR
– Potential higher engine power output for
the same size engine
– Reduced NOx emissions up to 90%


• Advantages of SCR
– Reduced HC and CO emissions up to 50%
– Reduced particulate matter (PM) by 50%


• Disadvantages of SCR
– Onboard storage tank required for the urea
– Difficult to find local sources of urea


• Disadvantages of SCR
– Increased costs to the vehicle owner due to
having to refill the urea storage tank

DIESEL EXHAUST
SMOKE DIAGNOSIS

Diesel Exhaust Smoke Diagnosis

• Black Smoke
– Caused by incomplete combustion
– Items that should be checked include the
following:
• Fuel specific gravity (API gravity)


• Black Smoke
following:
• Injector balance test to locate faulty
injectors using a scan tool


• Black Smoke
following:
• Proper operation of the engine coolant
temperature (ECT) sensor


• Black Smoke
following:
• Proper operation of the fuel rail pressure
(FRP) sensor


• Black Smoke
following:
• Restrictions in the intake or turbocharger
• Engine oil usage


• White Smoke
– Occurs most often during cold engine starts
– The most common causes of white exhaust
smoke include:
• Inoperative glow plugs


• White Smoke
smoke include:
• Low engine compression


• White Smoke
smoke include:
• Incorrect injector spray pattern


• White Smoke
smoke include:
• Coolant leak into the combustion chamber


• Gray or Blue Smoke
– Blue exhaust smoke is usually due to oil
consumption caused by worn piston rings,
scored cylinder walls, or defective valve
stem seals


• Gray or Blue Smoke
– Gray or blue smoke can also be caused by
a defective injector(s)

DIESEL PERFORMANCE
DIAGNOSIS

Diesel Performance Diagnosis

• Diesel engines can be diagnosed using
a scan tool in most cases
• Common faults include:
– Hard starting


• Common faults include:
– No start
– Extended cranking
– Low power


• Using a scan tool, check the sensor
values in Chart 19-2 to help find the
source of the problem

Chart 19-2 The values can be obtained by using a scan tool and basic test equipment. Always
follow the vehicle manufacturer’s recommended procedures.

Chart 19-2 (continued) The values can be obtained by using a scan tool and basic test
equipment. Always follow the vehicle manufacturer’s recommended procedures.

Figure 19-32 A pressure gauge checking the fuel pressure from the lift pump on a Cummins 6.7
liter diesel.

COMPRESSION
TESTING

Compression Testing
• Used to determine the mechanical
condition of a diesel engine
• Testing includes the following:
– Remove the glow plug (if equipped) or the
injector

Compression Testing
• Testing includes the following:
– Use a diesel compression gauge
• A diesel engine should produce at least
300 PSI (2,068 kPa) of compression
pressure

Compression Testing
• Cylinders should be within 50 PSI (345
kPa) of each other

Figure 19-33 A compression gauge that is designed for the higher compression rate of a diesel
engine should be used when checking the compression.

GLOW PLUG
RESISTANCE
BALANCE TEST

Glow Plug Resistance Balance Test

• To test for even cylinder balance using
glow plug resistance, perform the
following on a warm engine
– Unplug, measure, and record the
resistance of all glow plugs


– With the wires still removed from the glow
plugs, start the engine


– Allow the engine to run for several minutes


– Measure the plugs and record the
resistance of all glow plugs


– Another test is to measure exhaust
manifold temperature at each exhaust port
using an infrared thermometer or a
pyrometer

INJECTOR POP
TESTING

Injector Pop Testing

– Pop tester - device used for checking a
diesel injector nozzle for proper spray
pattern


– Spray pattern should be a hollow cone, but
can vary


– Test nozzle for leakage


– Cleaning, repairing, or replacing the
injector nozzle may be necessary

Figure 19-34 A typical pop tester used to check the spray pattern of a diesel engine injector.

Figure 19-35 The letters on the side of this injector on a Cummins 6.7 liter diesel indicate the
calibration number for the injector.

DIESEL EMISSION
TESTING

Diesel Emissions Testing

• Opacity Test
– Most common test
– Opacity means the percentage of light that
is blocked by the exhaust smoke


• Opacity Test
• 0% opacity - exhaust has no visible smoke
and does not block light from a beam
projected through the exhaust smoke


• Opacity Test
• 100% opacity - exhaust is so dark that it
completely blocks light from a beam
projected through the exhaust smoke


• Opacity Test
• 50% opacity - exhaust blocks half of the
light from a beam projected through the
exhaust smoke

Chart 19-3 An opacity test is sometimes used during a state emission test on diesel engines.


• Snap Acceleration Test
– Vehicle is held stationary
– Wheel chocks are in place


– Brakes released
– Engine rapidly accelerated to high idle with
transmission in neutral


– Conducted a minimum of six times
– Three most consistent measurements are
averaged for final score


• Rolling Acceleration Test
– Manual transmission vehicles
– Rapidly accelerated in low gear from an idle
speed to a maximum governed RPM


• Stall Acceleration
– Automatic transmission vehicles held
stationary
– Parking and service brakes applied


• Stall Acceleration
– Transmission in "drive"
– Accelerator pressed and held momentarily


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Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

Automotive Technology, Fourth Edition © 2011 Pearson Education, Inc.

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Chart 19-1 Comparison between a typical gasoline and a diesel engine.

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Three Phases of Combustion

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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Fuel Tank and Lift Pump

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