EFI System Page 1 of 5

This is part two of this set.

THROTTLE BODY

The throttle body assembly is attached to the plenum and is used

to control air flow into the engine. There are two 60 mm throttle
plates that are progressively opened by the throttle cable. The
Throttle Position Sensor is mounted under the throttle body and
is used for Sensing throttle valve position. The Idle Air Control
(IAC) valve is used to control idle speed and to prevent engine
stalls due to changes in engine load.

FUEL DELIVERY COMPONENTS (below)

The mechanical fuel pump (c) draws fuel from the boat's fuel
tank (a) and through the water separating fuel fitter (b) (this filter
is easily serviced with a spin on cartridge). The mechanical fuel
pump will supply fuel to the Vapor Separator Tank.

VAPOR SEPARATOR TANK (D)

This is a fuel reservoir mounted on the top of the engine, to the

rear of the intake manifold. Fuel is pumped into this tank to
supply the EFI system Electric Fuel Pump (e) which is mounted
inside the VST tank. Fuel level is controlled by a float and needle
and seat assembly (f). When the ignition switch is turned to the
run position, the ECM will turn on the fuel pump relay for 2
seconds. When the ignition switch is turned to the crank position
the ECM turns the fuel pump relay on causing the fuel pump to
run. If the ECM does not receive ignition reference pulses
(engine cranking or running), it shuts off the fuel pump relay,
stopping the fuel pump. When the relay is activated the Electric
Fuel Pump draws fuel from the tank, through a filter (0) mounted
at the pump base. Fuel is then sent out of the tank outlet line
under pressure and into the in-line Fuel Filter. IN-LINE FUEL
FILTER (H)

After the fuel is pumped from the Vapor Separator Tank (VST) it
passes through a fine-mesh, in-line fuel filter to trap any particles
that may harm the fuel injectors. Note: Most fuel contaminants
are trapped inside the water separating fuel filter, the in-line filter
traps contaminants typically created by wear of the electric fuel
pump and service is not often required.

http://www.marinemechanic.com/site/page266.html 2017-09-05
EFI System Page 2 of 5

Fuel is routed into the Fuel Rail through high pressure lines.

FUEL RAIL ASSEMBLY (I)

Fuel then enters the Fuel Rail Assembly which is located on top
of the intake manifold. The Fuel Rail positions the fuel injectors in
the intake manifold and supplies fuel evenly to each injector.

FUEL INJECTORS (J)

The fuel injectors are eight electric solenoid operated devices

that meter pressurized fuel to each engine cylinder. The Fuel
injectors are controlled by the Electronic Control Module (ECM)
which grounds the injector coil to open the injector nozzle and
allow fuel to spray into the intake manifold next to the intake
valve. Fuel pressure to the injectors is controlled by the Fuel
pressure Regulator

FUEL PRESSURE REGULATOR (K)

The Fuel Pressure Regulator is located at the forward end of the

Fuel Rail. It is a diaphragm-operated relief valve that maintains
constant pressure differential across the injectors at all times. An
intake manifold Vacuum line is attached to the regulator housing
and a spring is mounted inside the housing-pushing on the
diaphragm. Engine manifold vacuum and the spring counteract
each other to apply the correct pressure in the regulator
diaphragm under all engine operating conditions. Fuel pressure
is 34-38 PSI.

FUEL RAIL RETURN PASSAGE (L)

Fuel that is not used by the injectors is bled off and sent back to
the Vapor Separator Tank (VST) through the Fuel Rail Return
Passage.

VAPOR REGULATOR ASSEMBLY (M)

The return fuel from the fuel rail enters the Vapor Separator Tank
(VST). Fuel vapors are bled off by the Vapor Regulator Assembly
and are sent to the intake manifold. This system avoids vapor
locking and does not require a return fuel line to the boat's fuel
tank.

http://www.marinemechanic.com/site/page266.html 2017-09-05
EFI System Page 3 of 5

EFI SYSTEM TROUBLESHOOTING

Visual and physical inspection

The first step you should take is to make a careful visual and physical
inspection of the system. A problem may be corrected without further
checks and time can be saved. Check for vacuum hoses for correct
routing, proper connections, pinches, kinks, cuts and splits. Some
hoses are difficult to see. Inspect wiring for proper connections,
pinches, cuts, burned or chafed spots or contact with sharp edges or
hot exhaust manifolds. Check for air leaks at the throttle body, plenum
or intake manifold. Inspect ignition wires for cracking, hardness and
proper routing. Check that the proper size 12 Volt battery is being used
and that it is fully charged. The EFI electrical system is very Voltage
sensitive. A poorly charged battery can cause operating problems.

DIAGNOSTIC CIRCUIT CHECK PRELIMINARIES

If nothing is found during the visual and physical inspection you should
now make a Diagnostic Circuit Check. Note: Electronic components
used in this system are often designed to carry very low voltage and
are very susceptible to damage caused by electrostatic discharge. It is

http://www.marinemechanic.com/site/page266.html 2017-09-05
EFI System Page 4 of 5

possible for less than 100 volts of static electricity to cause damage to
some electronic components. It takes as much as 4,000 volts for a
person to even feel the effects of a static discharge. Static charges are
developed by friction and induction. Sliding across a seat can build up
a charge of as much as 25,0000 volts. It is important to discharge
yourself when testing and handling electronic components. Disconnect
the negative battery cable before removing any electronic component.
Never disconnect the battery while the engine is running. Make sure
battery connections are clean and connected solidly. When charging
the battery, disconnect it from the boat's electrical system.

EFI DIAGNOSTIC CIRCUIT CHECK

To make the EFI Diagnostic Circuit Check turn the ignition switch off
and hook up a Scan Tool or a Marine Diagnostic Code Tool to the
Assembly Line Diagnostic Link (ALDL) Connector. You then follow the
diagnostic chart in the service manual. This test sequence will let you
know if the onboard diagnostics are working. If they aren't you will be
directed to a test sequence to find the problem. If the on-board
diagnostics are working you will continue through the test chart to find
if any "trouble codes" are stored in the Electronic Control Module's
(ECM) memory. The test tool will flash a code "12" three times after
being switched to the "service" mode. If any "trouble codes" are
present they will flash next for three times. If more than one "trouble
code" is stored in the ECM memory the codes will be output tom the
lowest to the highest-- each one flashing three times. After any "trouble
codes" have flashed, a code'l2" will flash again, for three times, to let
you know all codes have been displayed. If "trouble codes" are present
you should refer to the proper ("Non-Scan" or "Scan") code chart,
starting with the lowest code first, to diagnose the cause of the
problem. If "trouble codes" are not present you should refer to the
"Troubleshooting" section in the service manual for poor running
engine conditions and items to check to isolate the problem. A scan
tool may also be used to check for an intermittent problem while the
engine is running. If no problem is found after working through the
"troubleshooting" section, an out-of-range sensor may be suspected.
To identify a sensor which is out of range, unplug it while the running
the engine. After approximately two minutes, the diagnostic code for
that sensor will set, illuminate the "Check Engine" light, and replace
the sensed value with a default value. If at that point a noticeable
performance increase is observed, the non-scan code chart for that
particular sensor should be followed to correct the problem.
See part 1?

Go to wiring Diagram
| Directory | Diesel Engine | Tools | Mailbag |
Home Page | Returned Mail | Odds n Ends | Boat Builders | Engine Page |
Electric Page | News Page | Safety page | Trailering | More About Us |
Related Sites | Special offers | Event Calendar | Opportunities

http://www.marinemechanic.com/site/page266.html 2017-09-05
EFI System Page 5 of 5

http://www.marinemechanic.com/site/page266.html 2017-09-05