5.

5 Fuel Pressure Tests and Specifications

As described earlier in this section, much of the function of CIS is dependent on
precise fuel pressure. Fuel pressure influences all engine operating characteristics,
such as idle, partial-throttle and full-throttle response, starting and warm-up, engine
power, and emission levels. Any significant troubleshooting or repair of the system
requires the use of a pressure gauge to measure fuel pressure in different parts of
the system under different operating conditions.

There are three significant CIS fuel pressure values: 1) System pressure-the basic
fuel pressure created by the main fuel pump and maintained by the pressure relief
valve in the fuel distributor, 2) Control pressure-determined by the control pressure
regulator and used to counter system pressure and regulate the movement of the
control plunger, and 3) Residual pressure-the amount of pressure which remains in
the closed system after the engine (and fuel pump) are shut off. Testing of each of
these pressures is described below.

The pressure gauge shown in Fig. 5-19 (Volkswagen special tool no. VW 1318) has a
range of 0 to 10 bar (150 psi) and a valve in one line. It is connected between the fuel
distributor and the control pressure regulator. At the fuel distributor, disconnect the
line that runs from the center of the fuel distributor to the control pressure regulator.
Connect the gauge line without the valve to the fuel distributor. Connect the gauge
line with the valve to the end of the control pressure regulator line. Bleed any air from
the gauge by hanging it upside down while opening and closing the valve several
times. Leave the gauge connected this way for all three pressure tests.

WARNING-

Fuel will be expelled when fuel lines are

disconnected. Do not disconnect wires that could
cause sparks. Do not smoke or work near heaters
or other fire hazards. Keep a fire extinguisher
handy.
CAUTION-

Absolute cleanliness is essential when working

with fuel circuit components of the CIS. Even a
minute particle of dirt can cause trouble if it
reaches an injector. Before disconnecting any of
the fuel line connections, thoroughly clean the
unions. Use clean tools.
Fig. 5-19. Pressure gauge used to test system pressure, control pressure, and
residual pressure.

System Pressure
To measure system pressure, install a pressure gauge as described above and close
the valve in the line to the control pressure regulator, as shown in Fig. 5-20. Start the
engine and let it idle. System pressure should be 4.7 to 5.4 bar (68 to 77 psi). System
pressure is preset during fuel distributor manufacture and should not require routine
adjustment.
Fig. 5-20. Pressure gauge valve lever in position (B) with flow to control pressure
regulator blocked.

If system pressure is too low, look for fuel leaks, a clogged fuel filter, or a damaged
fuel line blocking fuel flow. Check fuel pump delivery rate as described in 4.3 Fuel
Pump. If no other cause for low system pressure can be found, the pressure can be
adjusted by adding shims to the pressure relief valve. See Fig. 5-21. An additional
0.50 mm (.020 in.) shim will increase system pressure by about 0.30 bar (4 psi). An
additional 1.00 mm (.040 in.) shim will increase it by about 0.60 bar (8 psi).

Fig. 5-21. Exploded view of pressure relief valve showing location of adjusting shims
at (1). Always replace the sealing washer and the O-rings (arrows).

If system pressure is too high, check for a blocked or damaged fuel return line. If the
fuel return line is in good condition, the pressure can be adjusted by reducing the
thickness of the shims on the pressure relief valve. See Fig. 5-21 above. A change of
0.50 mm (.020 in.) total shim thickness will decrease system pressure by about 0.30
bar (4 psi). A change of 1.00 mm (.040 in.) total shim thickness will decrease it by
about 0.60 bar (8 psi).

If the fuel pressure cannot be accurately adjusted, the fuel distributor is faulty and
should be replaced. See 5.1 Air Flow Measurement and Fuel Metering

Control Pressure
Control pressure is that which is determined by the control pressure regulator. It
helps regulate the response of the control plunger and, therefore, influences the fuel
mixture. Measurement of control pressure is the primary way of evaluating the control
pressure regulator. Control pressure is not adjustable, and if the pressure is not
within specifications the control pressure regulator should be replaced.

System pressure influences control pressure, and should be checked, as described

above, prior to checking control pressure. Check control pressure with the pressure
gauge connected as described above at the beginning of 5.5 Fuel Pressure Tests
and Specifications, and the gauge valve open. A major function of the control
pressure regulator is to adapt the fuel mixture for cold starting and cold running, so
control pressure should first be checked with the engine completely cold.

To check cold control pressure, disconnect the harness connectors from control
pressure regulator and the auxiliary air regulator, then start the engine. Cold control
pressure varies with temperature. On U.S. cars, the measured control pressure
should correspond to the chart in Fig. 5-22. On Canada cars with engine code MZ,
the cold control pressure should be approximately 0.3 bar (4.4 psi) below the value
shown in Fig. 5-22. For example, at 68°F (20°C) a C anada car with MZ engine
should have a cold control pressure of 1.2±0.15 bar (17.4±2 psi).

If cold control pressure is too high, check for a blocked or kinked fuel line. Also,
remove the fuel union at the control pressure regulator and check for a plugged filter
screen. If no such faults are found, the control pressure regulator is faulty and should
be replaced.

WARNING-

Fuel will be expelled as the unions are

disconnected. Do not smoke or work near heaters
or other fire hazards. Keep a fire extinguisher
handy.

To check warm control pressure, reconnect the harness connectors to the control
pressure regulator and the auxiliary air regulator. Run the engine until the control
pressure is no longer increasing (about 2 minutes). The warm control pressure
should be between 3.4 and 3.8 bar (49 and 55 psi). U.S. cars with engine code GX,
except those sold new in California, have control pressure regulators which
compensate for changes in altitude. Fig. 5-23 is a graph of warm control pressure vs.
altitude above sea level.
Fig. 5-22. Graph of cold control pressure vs. temperature. Example: at 86°F (30°C),
control pressure should be between 1.7 and 2.1 bar (24 and 30 psi).

Fig. 5-23. Graph of warm control pressure vs. altitude above sea level, for U.S. cars
except California. Example: at 800 meters (2625 ft.) above sea level warm control
pressure should be approximately 4.0 bar (58 psi).

If the warm control pressure is too high, check for a blocked or kinked fuel line. Also,
remove the fuel union at the control pressure regulator and check for a plugged filter
screen. If no such faults are found, the control pressure regulator is faulty and should
be replaced. If warm control pressure is too low, or takes more than about 2 minutes
to reach its peak, test the resistance of the heating element and test for voltage
reaching the harness connector, as described in 5.3 Cold Running Enrichment.
Residual Pressure
The closed fuel system is designed to maintain pressure after the engine is shut off to
help prevent the fuel in the injector lines from overheating, causing vapor lock and
hard starting. The fuel pump's one-way check valve and the fuel accumulator help
maintain this residual pressure. See 4. Fuel Supply.

Check residual pressure with the pressure gauge connected as described above for
measuring control pressure. When the engine is fully warm (control pressure
between 3.4 and 3.8 bar (49 and 55 psi), shut off the engine. Leave the gauge
connected.

Fig. 5-5. CIS fuel distributor mounting and fuel line connections. Torque values
shown are for installation.

After ten minutes, the pressure should not have dropped below 2.6 bar (38 psi). If the
pressure drops excessively, check for leaks in the fuel lines, the fuel distributor
including the pressure relief valve O-rings, the injectors, the cold-start valve, and the
oxygen sensor frequency valve. To further isolate the cause, check residual pressure
at the fuel supply line from the pump. See Fig. 5-5, shown earlier. Disconnect the
gauge from the fuel distributor and the control pressure regulator line, and reconnect
that line to the fuel distributor. Connect the pressure gauge as shown in Fig. 5-24.
 WARNING-

The gauge line with the valve is left disconnected.

Be sure to close the valve.

Fig. 5-24. Pressure gauge connected to fuel supply line from fuel pump for residual
pressure test of fuel pump, check valve, fuel accumulator, and fuel line. Gauge valve
must be closed. Gauge shown (Volkswagen special tool no. VW 1318) is connected
using adapter (Volkswagen special tool no. VW 1318/23).

Run the fuel pump using a fused jumper wire at the fuse/ relay panel, as described in
4.1 Fuses and Relays, until fuel pressure indicated by the gauge reaches 5 bar (78
psi). Then, turn the fuel pump off. Once again, after ten minutes, the pressure should
not have dropped below 2.6 bar (38 psi). If the pressure drops excessively and no
leaks are found between the fuel pump and the gauge, repeat the test. This time shut
off the pump and immediately pinch closed the fuel hose between the tank and the
pump. If residual pressure now stays within specifications, the fuel pump check valve
is faulty and should be replaced. See 4.3 Fuel Pump.

If the residual pressure still drops off too quickly, the fuel accumulator may be faulty.
For a quick check, remove the plug from the end of the accumulator. If fuel drips out,
then the diaphragm is leaking and the accumulator should be replaced.