Electric Fuel Pumps Models Damages Reasons 52495

Electric Fuel Pumps
Models, Damage, Reasons

Motorservice Group.
Quality and service from a single source.
The Motorservice Group is the sales organisation for the global aftermarket activities of
KSPG (Kolbenschmidt Pierburg). It is one of the leading suppliers of engine components for
the independent aftermarket, including the premium brands KOLBENSCHMIDT, PIERBURG
and TRW Engine Components, as well as the BF brand. Our comprehensive product range
allows our customers to obtain engine components from a single source. As a problem solver
for dealers and garages, Motorservice offers extensive service and the technical expertise
that you would expect from the subsidiary of one of the largest automotive suppliers.
KSPG (Kolbenschmidt Pierburg).

Renowned supplier to the international automotive industry.
As long-standing partners to the automotive industry, the companies in the KSPG Group
develop innovative components and system solutions with acknowledged competence
for air supply and emission control, for oil, water and vacuum pumps, for pistons, engine
blocks and engine bearings. The products comply with the high demands and quality
standards of the automotive industry. Low emissions, reduced fuel consumption,
reliability, quality and safety – these are the forces that drive innovation at KSPG.
Liability
4th Edition 05.2015 All information in this brochure has been carefully researched and compiled. Nevertheless, it is possible that errors have
Item No. 50 003 855-02 occurred, information has been translated incorrectly, information is missing or the details provided have changed in the
intervening time. As a result, we are unable to provide any guarantee nor to accept any legal liability for the accuracy, complete-
Edited by: ness, currency or quality of the information provided. We hereby waive all liability for any damages, whether direct or indirect in
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Layout and production:
Likewise, we shall not be liable for damage arising because the engine reconditioner or mechanic does not have the necessary
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technical expertise, the required knowledge of, or experience in repairs.
Die Neckarprinzen GmbH, Heilbronn
The extent to which the technical methods and repair information described here will apply to future engine generations cannot
This document must not be reprinted, duplicated be predicted and must be verified in individual cases by the engineer servicing an engine or the workshop operator.
or translated in full or in part without our prior
written consent or without reference to the source of the
material.
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Published by:
© MS Motorservice International GmbH
2 | Electric Fuel Pumps – Models, Damage, Reasons

Contents
Contents Page
1 | Introduction 4
2 | Basic information 7
3 | Types of damage 13
3.1 Overview 13
3.2 Contaminated fuel 14
3.3 Biodiesel/vegetable oil 30
3.4 Incorrect use/choice of fuel pump 32
3.5 Unsuitable installation 33
3.6 Mechanical damage 35
4 | Tips on diagnosis 41
5 | Tools and testing instruments 45
6 | Appendix 50
Electric Fuel Pumps – Models, Damage, Reasons | 3

1 | Introduction
1.1 Foreword
The heart of a vehicle Outside view A peek inside

The electric fuel pump is an important In the repair shop, a pump that is faulty or A key task of this brochure is to make it
component in the vehicle. the subject of a complaint can only be easier to determine what could have caused
assessed on the basis of its outward a fuel pump to fail.
If the fuel pump is faulty or fails completely, appearance and its delivery rate or delivery
it is often difficult for repair shops to pressure (also see section 5.2). With this in mind, a wealth of images show
determine an obvious cause of the damage. what it looks like inside pumps that have
In some cases, the decision as to whether a been handed in with a complaint.
Frequently, problems or failures reoccur complaint is justified or not can only be
shortly after a new pump has been installed, made if the fuel pump is opened up and the The brochure provides assistance with
because while the faulty components may damage inspected “from the inside”. diagnosis and determination of the causes.
have been replaced, the actual cause of the It is intended as an aid for repair shops and
damage has not been eliminated. However, in warranty cases and when as information for dealers who handle
This is why we need to take a holistic look handling complaints, repair shop staff do faulty fuel pumps or complaints about fuel
at the fuel system. not have the authority to open a fuel pump. pumps on a daily basis.
Complaints we have received concerning Indeed, if the personnel of a repair shop or Common problem scenarios are used to
PIERBURG fuel pumps have shown that the a parts dealer do open a fuel pump for demonstrate what things look like inside a
overwhelming majority of all electric fuel which there is an ongoing complaint, the faulty or complained about pump, and what
pumps that are the subject of a complaint warranty is invalidated. the causes of the problem could be.
are in fact in good working order.
This information makes it easier for repair
When an electric fuel pump fails prematu- shops to process their customers’ comp-
rely, this is almost always due to fuel that is laints.
contaminated, that contains water or is of
poor quality. The content of this brochure brings
together knowledge gained during service
The following are possible consequences of work by Motorservice, the aftermarket
supplying contaminated fuel: division of KSPG.
• Reduced flow rate This brochure therefore focuses on the fuel

• Diminished pressure pumps that are sold by Motorservice.
• Low power
• Misfiring, or even
• Total failure of the electric fuel pump
Fig. 1: Damage by force

Damage is not always this obvious.

Introduction | 1
1.2 General information on this brochure
• All pictures and diagrams in this Please note:

publication are for the purpose of general This brochure is intended exclusively
illustration. for skilled workers.
• Certain details may not always reflect the Skilled workers are persons in possession
latest design status. of adequate knowledge, acquired through
• We reserve the right to introduce technical specialist training, experience and instruc-
modifications due to further development, tion, of
without changing this publication. • safety regulations,
• accident prevent regulations
• directives and sound engineering p ractice
(e. g. standards).
1.3 Pictograms and symbols
The following general pictograms and Draws attention to hazardous [...] Reference to sources and more
symbols are used in this brochure: situations with a risk of personal extensive literature (see section 6).
injury or damage to vehicle
components. This type of damage is not

recognisable from the outside.
Information The damage symptoms marked in
on environmental protection. this way are only visible if the fuel
pump is opened and therefore
Indicates useful tips, explanations irreparably damaged.
and additional information on
handling.
Many of the diagrams contained in this

brochure are, by necessity, extreme close-
ups of very small components. Vane-type pump system Side-channel pump system
Pictures of pump systems are accompanied
by a pictogram of the model, to aid under-
standing of how the parts fit together.
The various models are explained in
section 2.2 Toothed ring pump system Screw pump system

1 | Introduction
1.4 Safety instructions
• For safety reasons, work on the fuel • Ensure adequate ventilation at the Environment:
system and on electric fuel pumps may workplace. Dispose of process materials, deter-
only be carried out by qualified • Wear protective gear if necessary or if gents and waste materials in an environ-
personnel. required by regulations. mentally friendly manner.
• Personnel entrusted with this work must • Safety regulations in the country in
have read and understood this publication question also apply. Attention:
prior to commencing the work. • Place removed parts in a clean place and Pay attention to the safety regulati-
• The legal provisions and relevant safety cover. ons concerning the handling of fuel and
regulations applicable in the country in • Only remove the transport closures of fuel vapours.
question must be observed. new fuel pumps immediately prior to Fuel and fuel vapours are highly flammable.
• Safety devices must not be disabled installation.
or bypassed. • Never clean an open fuel system with During work on fuel pumps
compressed air. • smoking,
• naked flame,
• naked light and
• activities that produce sparks
are strictly forbidden.
1.5 Liability
The utmost care was exercised in researching We can therefore neither provide a warranty Repair shop personnel use the information
and compiling all the information in this nor accept legal responsibility for the contained herein solely at their own risk.
brochure. Nevertheless, errors may arise, correctness, completeness, up-to-dateness Consequently, we are not liable for
details may be incorrectly translated, or quality of the information provided. damages that result because repair shop
information may be missing or the All liability on our part for damages, personnel do not have the necessary
information provided may have changed whether direct or indirect, material or technical knowledge, repair expertise or
in the meantime. immaterial, arising as the result of the use experience.
or misuse of information or incomplete/
incorrect information in this brochure is
therefore excluded, insofar as it is not the
result of wilful intent or gross negligence
on our part.

Basic information | 2
2.1 Fuel system
4 6
Fuel
Vacuum
7
1 Fuel tank
2 Fuel pump
3 Fuel filter
4 Pressure regulator
1 2 3 5 From intake manifold
6 Fuel rail
7 Injection valves
Fig. 2: Fuel system (petrol engine, schematic)
Petrol or diesel fuel is normally required for The fuel filter on the thrust side of the The fuel pump is just one component of
running vehicles and machines with a pump protects the injection valves from many in the fuel system, and is therefore
combustion engine. contamination. only one possible source of trouble.
The components used for this purpose are The pressure regulator controls the pres- Therefore, in the event of problems, the fuel
summarised by the term “fuel system”. sure to ensure the required level in the fuel system must be considered in its entirety.
The components of the fuel system have rail. It is often controlled pneumatically by For just as it is in people with “heart trou-
changed over the decades. The state of the manifold vacuum. ble”, the actual cause may lie somewhere
art of modern fuel injection engines is From the fuel rail, the fuel is conveyed to completely different.
shown in simplified form in Fig. 2. the individual injection valves. The vast majority of problems in the fuel
The fuel pump sucks the fuel out of the fuel All vehicle manufacturers have different system are caused by contaminated fuel.
tank and delivers it to the fuel supply versions of injection systems. Dealing with There can be numerous reasons for this
system with the necessary pressure. the individual systems in more detail would contamination, as shown in section 3.
A coarse filter (“sieve filter”) is often exceed the boundaries of this brochure.
situated in the fuel tank or in the suction Excess fuel is conveyed back to the fuel
pipe of the fuel pump. tank.
A finer filter on the intake side could cause The fuel pump is the “heart” of the fuel
damage to the fuel pump due to cavita- system. The engine must be supplied with
tion*. There is also a risk of cavitation when sufficient fuel, whatever the operating
other components are installed on the state. If this does not happen, problems
intake side, narrowing the cross section of with driveability – and even vehicle break- * Cavitation is fuel vapour locks in liquids at low pressure. The
resulting vapour bubbles implode again immediately, and in
the pipe. down – may occur. doing so can irreparably damage parts of the pump system.

2 | Basic information
2.2 Models
In modern electric fuel pump designs, the Flow pumps Positive-displacement pumps
pump system sits directly on the shaft of With flow pumps, the fuel is transported by With positive-displacement pumps, the fuel
the electric motor. The fuel flushes through the centrifugal force of a rotor. They gene- is conveyed through self-contained cham-
the pump, simultaneously cooling and rate only minimal pressure (0.2 – 3 bar) and bers.
“lubricating” it. are employed either as the primary stage of They are used when higher system pressure
a two-stage pump, or as a pre-feeder pump. is required (up to approx. 6.5 bar) – in
Advantages: The fuel flows freely through the flow pump conventional fuel injection systems, for
• Fewer moving parts without throttles or valves. The fuel could example.
• Compact design therefore flow back through the pump when Unless there is leakage, the fuel cannot
• Small outer dimensions the vehicle is stationary. flow through the positive-displacement
Flow pumps are not naturally aspirated, i.e. pump in the reverse direction when the
Pump systems are available in various they must always be situated below the vehicle is at a standstill.
designs. Broadly speaking, they can be fluid level in the fuel tank (max. suction lift Toothed ring, vane-type, roller-cell and
divided into flow pumps and positive- 0 mm). “Side-channel pumps” are a form of screw pumps are all types of positive-dis-
displacement pumps. flow pump. placement pump. Positive-displacement
pumps are naturally aspirated only to a
limited extent, i. e. they should be fitted
below the fluid level of the fuel tank
(max. suction lift 500 mm).
The fuel cannot be conveyed through

a positive-displacement pump!
E3TS This means that if a fuel pump of this kind
fails, it must be replaced. The installation
Electric fuel pump of an additional fuel pump before or after
(“in series”) will have no effect.
Motor size
(pump Ø in mm) Depending on the installation location in
1 = 38 mm the vehicle, we also distinguish between
2 = 43 mm in-tank and in-line pumps.
3 = 43 mm, improved performance
Main stage Primary stage The trend is currently heading towards
in-tank pumps or complete pump modules,
where other components, such as fluid-
level sensors or diagnostic systems, are
installed directly in or on the pump module.
T F L S
Toothed ring Vane-type Screw pump Side-channel
Fig. 3: PIERBURG codes of electric fuel
pump system pump system system pump system
pumps

Vane-type pump E1F
1 2 4
3
Intake side
Thrust side
Fig. 4: Pump operating principle
and cutaway schematic diagram of a 1 Prefilter 3 Electrical connection
vane-type pump 2 Vane-type pump system 4 DC electric motor
Side-channel pump E1S
1 3 4 2
Intake side
Thrust side
Fig. 5: Pump operating principle 1 Side-channel pump system 3 DC electric motor

and cutaway schematic diagram of a 2 Electrical connection 4 Pressure-holding valve 1
side-channel pump
Screw pump E3L
1 6 2 5 3 4
Thrust side
Intake side
Fig. 6: Pump operating principle 1 Prefilter 4 Electrical connection

and cutaway schematic diagram of a 2 Coupling 5 DC electric motor
screw pump 3 Pressure-holding valve 1 6 Screw pump system
1
The pressure-holding valve maintains a holding pressure in the fuel system, even when the ignition is off.

Toothed ring pump E2T/E3T
1 2 3
Intake side
Thrust side
6 5 4
Fig. 7: Pump operating principle 1 Prefilter 4 Pressure-holding valve 1

and cutaway schematic diagram of a 2 Toothed ring pump system 5 DC electric motor
toothed ring pump 3 Electrical connection 6 Pressure limiting valve 2
Toothed ring pump with side-channel pump E3TS
1 2 3 4 5
Intake side
Thrust side
8 7 6
Fig. 8: Pump operating principle and 1 Degassing connection 5 Electrical connection

cutaway schematic diagram of a two-stage 2 Degassing hole 6 Pressure-holding valve 1
pump 3 Pressure limiting valve 2 7 Toothed ring pump system (pressure stage)
4 DC electric motor 8 Side-channel pump system (primary stage)
1
The pressure-holding valve maintains a holding pressure in the fuel system, even when the ignition is off.
2
The pressure limiting valve opens if the pressure inside the fuel pump rises to an intolerable degree.

Fuel delivery module
1 2 3
5
11
10
1 Fuel delivery
2 Electrical connection
3 Fuel return
9 6
4 Telescopic tube
5 Suspension element
6 Fuel pump
7 Suction jet pump*
8 Intake strainer
9 Float for fuel level indicator
10 Sender unit for fuel level indicator
11 Reservoir (“swirl pot”)
8 7
Fig. 9: Cutaway schematic diagram of a fuel
delivery module
* The suction jet pump makes use of the Venturi effect: The fuel returning from the engine is squeezed through the nozzle of the suction jet pump, drawing the fuel
with it out of the tank and into the reservoir.

2.3 Installation examples of electric fuel pumps illustrated in block diagrams
We distinguish between in-tank and in-line

pumps, depending on how the fuel pump is
installed in the vehicle.
• In-line pumps are inserted in the fuel line.
• In-tank pumps are installed in the fuel
tank. In the case of in-tank pumps, other
components, such as fluid-level sensors or
diagnostic systems, can be installed
directly in or on the pump module.
Mixed and special systems, such as semi-

in-tank pumps (e. g. in the Golf II), are not Fig. 10: In-line fuel pump Fig. 11: In-tank fuel pump
described here.
One or two fuel pumps are connected in

series, depending on requirements.
• A single fuel pump
• Two fuel pumps
(pre-feeder pump, main pump)
Pre-feeder pumps deliver the fuel to
the main pump under low pressure
• A single two-stage fuel pump
These installation options are illustrated in

the adjacent diagrams. Fig. 12: In-line pre-feeder pump Fig. 13: In-tank pre-feeder pump
with in-line main pump with in-line main pump
Fig. 14: In-line two-stage fuel pump Fig. 15: In-tank two-stage fuel pump,
fuel pump in reservoir (“swirl pot”);
stages sealed against one another

Types of Damage | 3
3.1 Overview
Fig. 16: Severely corroded electric fuel

pump
A view that repair shops don’t generally
have the opportunity to see. In many cases,
it is only by opening the fuel pump that we
can determine why a pump – seemingly
intact from the outside – has failed.
The principal cause of malfunctions in or Likewise, a frequent characteristic of For this, an expert with knowledge of the
damages to electric fuel pumps is conse- poor-quality fuel is an excessive proportion system is needed.
quential damage brought about by fuel that of water, which in turn leads to corrosion For this is the only way to avoid the situa-
is contaminated or contains water. and damage through contamination. tion whereby a symptom is indeed elimina-
However, due to the common nature of ted, but not the cause itself, allowing the
Other causes are poor-quality fuel, damage “water damage”, a separate subsection is problem to re-emerge after a hundred miles
by force, or simply that the wrong type of devoted to this subject. or so.
fuel pump has been installed or it is being The complaints process has revealed that
used for the wrong purpose. The content of this brochure brings the overwhelming majority of all electric
together knowledge gained during service fuel pumps that are the subject of comp-
In the sections that follow, you will find work by Motorservice, the aftermarket laints conform to the manufacturer’s
explanations of the various types of division of KSPG. specifications.
damage and their possible causes.
In order of frequency, these are: This brochure therefore focuses on the fuel To save time and avoid additional expense,
• Damage through contamination pumps that are sold by Motorservice. A key Motorservice has developed a user-friendly
(see section 3.2.1) task of this brochure is to make it easier to tester for wholesale trade companies and
• Water damage determine what could have caused a fuel importers (see section 5.2).
(see section 3.2.2) pump to fail, because “from the outside” it This enables the function of electric fuel
• Incorrect use or choice of fuel pump is mostly impossible to tell why a fuel pump pumps to be tested on site without destroy-
(see section 3.4) no longer functions or why it performs ing the pump.
• Poor fuel quality inadequately.
(see sections 3.2.3 and 3.3) In order to determine the cause of failure, in As a result, unjustified complaints can be
• Mechanical damage/ installation errors many cases the fuel pump must be opened recognised without problem, and unneces-
(see sections 3.5 and 3.6) and hence irreparably damaged. sary returns and costs avoided.
Please note that it is not always possible to The reading out of OBD fault codes in newer
single out one individual cause. vehicles is also only a means of assistance.
For example, “rust particles”, which are the The component flagged up by the OBD is not
result of water in the fuel would, strictly always the one that is actually responsible
speaking, also fall into the category of for the damage.
“damage through contamination”.

3 | Types of Damage
3.2 Contaminated fuel
3.2.1 Damage through contamination
The most common cause of malfunctions in

the fuel system or premature failure of fuel
pumps is contamination by larger or smal-
ler particles.
The effects of contamination are varied:

• Clogged filters
• Reduced flow rate
• Fuel pump is excessively noisy
• Pump runs dry
• Jammed pump system
Here are some possible causes:

• Rust or chalk particles Fig. 17: Contaminated fuel pump
(“water damage”, see section 3.2.2) The illustration shows a severely contaminated fuel pump. The outer housing has been
• Dirt entering the fuel tank from outside removed, and dirt particle deposits can be seen running down the side.
(e.g. on refuelling)
• Ageing of the fuel due to longer periods
at standstill (build-up of deposits)
• Maintenance intervals (filter replacement)
not complied with
• Poor fuel quality (see section 3.2.3)
• Old, porous fuel hoses
• Entry of dirt and water through a scuffed
tank ventilation hose, or due to incorrect
subsequent rerouting of the tank ventila-
tion hose
Fig. 18: A sectional view of the housing Fig. 19: A jammed pump system
of an E3T toothed ring pump, clogged (trochoidal toothed ring) of an E3T toothed
with debris ring pump

Types of Damage | 3
Clogged filters
If fuel filters or sieves on the intake side are
clogged with dirt, the initial
symptoms are as follows:
• Inadequate delivery rate
• Insufficient pressure
• Excessive operating noise from the
fuel pump
• Engine misfires
(due to fuel vapour locks)
This can result in failure of the fuel pump
and vehicle breakdown.
Most modern fuel pumps are flushed

through with fuel, which lubricates and
cools them. If this does not happen to a Fig. 20: Friction welding caused by
sufficient extent, e.g. because a prefilter dry running
or the sieve filter in the fuel pump inlet is
blocked, there is a risk of “dry running”.
Dry running very quickly leads to damages
in the pump system.
Fig. 21: Dry running has caused the plastic
parts in the fuel pump to melt
Fuel pumps in the E1F, E2T and E3T series

are equipped with a built-in sieve filter on
the intake side.
This small “prefilter” provides protection
against contamination. Tests on fuel pumps
that were the subject of complaints have
shown that this sieve filter is often clogged
by dirt in the aspirated fuel.
When retrofitting an E1F, please note:

For operation with diesel the sieve filter
must be removed, as problems may occur at
Fig. 22: Sieve filter of an E1F vane-type low temperatures due to the higher Fig. 23: Contaminated sieve filter of an E3T
pump. Left: clogged – Right: new viscosity of diesel. toothed ring pump

3 | Types of Damage
Jammed pump system

If aspirated foreign bodies enter the fuel
pump, the rotating parts of the pump
system are often jammed. In most cases,
the pump then fails immediately. 1
Foreign bodies get into the fuel pump when

either the fuel filters or the sieves on the
intake side are damaged or missing.
When working on the fuel system, in

particular, there is a risk of foreign bodies
entering the fuel tank.
2
1 Damaged vane
2 For comparison: Undamaged vane
Fig. 24: Pump system of a vane-type pump - Damage caused by foreign bodies
The upper right-hand vane has been seriously damaged by foreign bodies.
An undamaged vane is shown at the bottom right for the purpose of comparison.
Fig. 25: Scratches due to foreign bodies

Types of Damage | 3
Fig. 27: Foreign body that caused the

damage (shown with a paper clip to illust-
rate the size)
Fig. 26: E2T toothed ring pump damaged by foreign bodies
Fig. 28: Typical score marks made by foreign bodies

3 | Types of Damage
Fig. 29: Chips in the sieve filter Fig. 30: Contaminated pump system of a vane-type pump
Here, metal chips have entered the fuel tank during work on the fuel The rotor is so clogged with dirt that the individual vanes (removed
system. The sharp-edged chips have damaged the sieve filter. As a in this case) could no longer move. The pump still “runs”, but no
result, dirt can get into the pump and jam the pump system. longer supplies fuel.
Fig. 31: Sealant in the sieve filter
Figures 31 and 32 show a situation where

liquid sealant has entered the fuel tank
during work on the fuel system.
The sieve filter was unable to hold the
sealant back, so it gummed up the pump
system.
Fig. 32: Sealant in the pump system

(trochoid gear)

Types of Damage | 3
Attention:
In-tank pumps often have a mesh-
like filter on the intake side.
Therefore, during installation, take care not
to damage the filter, and particularly any
ribs in the filter (also see section 3.6.2).
Fig. 33: Damaged filter of an in-tank pump

Here, dirt can easily penetrate, or fragments of the ribs in the filter
may jam the pump system.
Fig. 34: The fins of the impeller of a type The fragments were found in the filter. Fig. 35: For comparison: View inside the
E1S side-channel pump have been dest- suction nozzle of a side-channel pump with
royed by a foreign body (left). undamaged impeller.

3 | Types of Damage
3.2.2 Water damage (corrosion)
A particular type of damage through conta- Formation of condensation in the tank Improper use
mination is damage due to water in the fuel The ambient air always contains a certain Fuel pumps are designed to convey fuel
system. amount of water, even the air above the (petrol, diesel).
fluid level in the fuel tank. The volume Cases actually exist where a fuel pump has
Rust or chalk particles that are formed as of this water is referred to as “relative been used as a “water pump”.
the result of water in the fuel can clog the humidity”.
filter and cause the pump to run dry. Cooler air can hold less water than warm Fuel quality
Chalk and rust deposits on or in the fuel air, i.e. when the air cools, droplets of Fuel may contain water even during the
pump reduce the running clearance of the water may form from it to produce conden- refuelling process.
moving parts. sation. Here are some possible causes:
This restricted freedom of movement This can be a problem for cars that spend • Varying fuel quality in some countries
results in increased power consumption a lot of their time in the garage. • Refuelling from damp containers/
and a reduced delivery rate, and may even When vehicles with a relatively empty tank canisters
cause the fuel pump to jam. are not driven for longer periods, the large • Badly designed filling stations
quantity of air in the tank means that a larger • Biodiesel (see section 3.3)
At first glance, the expression “water volume of condensation can build up. • High proportion of alcohol
damage” may appear unlikely in the context Alcohol absorbs water. When a certain
of fuel pumps. However, fuel can be conta- Note: limit is reached, this water is shed.
minated by water in a variety of ways: Fill the fuel tank completely if the
vehicle is going to be stationary for a longer Note:
period. The subject of “fuel quality” is dealt
with in greater detail in section 3.2.3.
Fig. 36: Water damage to a vane-type pump

On the right for the purpose of comparison
is a fuel pump with comparable mileage,
which has not been exposed to water.

Types of Damage | 3
Leaks in the fuel system

Splash water can penetrate the fuel system
in a variety of ways:
• Refuelling in the rain
• Leaky or missing tank-cap seal
• Missing tank cap
• Through ventilation orifices of pneumatic
valves that are exposed to splash water,
e.g. valves in the ACF (activated carbon
filter) system
• The fuel filler neck was not fitted
following an accident or body repairs Fig. 37: E3T toothed ring pump – with rust and chalk deposits
• Scuffed tank ventilation hose or incorrect
subsequent rerouting of the tank
ventilation hose
Fig. 38: For comparison: E3T toothed ring pump – In good condition despite a high mileage
Note:
This is how you can determine
whether fuel contains water:
Pour a little fuel into a fuel-resistant glass Fuel
(test tube), taking it from as low a level in
the fuel system as possible. After a while,
the water precipitates. Water
Attention:
Pay heed to fire safety requirements!
Fig. 39: Water in fuel

3 | Types of Damage
The outer housing of a fuel pump generally

consists of aluminium. As aluminium
cannot “rust”, in cases such as this repair
shops should question what the cause
might be.
Fig. 40: Rusted inlet of an E1F vane-type pump
If the sieve filter on the intake side of a fuel
pump displays rust or chalk deposits, this
is an indication of water in the fuel.
Fig. 41: Left: Sieve filter clogged by rust. Right: New sieve filter
Fig. 43: Chalk deposits in the inlet of this in-tank pump Fig. 42: Left: Chalk deposits on the filter of an in-tank pump.
Right: A new filter for comparison

Types of Damage | 3
Fig. 44: Water in a fuel pump
In this case, there was a veritable “pool”

of water in the pump.
The pump system was so corroded that the
water could no longer escape. This fuel
pump was misused as a “water pump”.
If rust or chalk deposits grow to such an

extent that they form particles or grains,
they can jam or irreparably damage the
rotating parts of the pump system, just like
aspirated foreign bodies.
When this fuel pump was opened, it was

found to contain “sandy” deposits of chalk,
which had destroyed the fins of the impeller.
The fact that the sieve filter is undamaged

proves that these particles could not have
entered the pump – they must have formed
inside it.
Fig. 45: Rust and chalk particles

3 | Types of Damage
Fig. 46: Left: Corroded electrical contacts. Right: New condition
Fig. 47: Trochoidal toothed ring jammed by rust particles (microscopic image)

Types of Damage | 3
Fig. 48: Left: Severely rusted trochoidal toothed ring. Right: New condition
Fig. 49: Trochoid gear with chalk Fig. 50: Calcified outer bearing of a fuel
deposits pump
Fig. 51: Trochoidal toothed ring (with chalk deposits on left, new on right)

3 | Types of Damage
There is a simple way to check the ease of

movement of a trochoidal pump system:
When you roll the pump system over an

even surface, as shown on the left, the
toothed ring and gear must mesh smoothly.
Fig. 52: The parts of a trochoidal pump system must mesh smoothly Fig. 53: For comparison:
A rusty trochoidal pump system
Here, nothing can move.
Fig. 54: Screw pump (rusty on left, new on right)

Types of Damage | 3
3.2.3 Fuel quality
Non-compliance with standards

Fuel quality problems may have become
rarer, but they are not out of the question.
In some countries outside Europe, in
particular, this problem still arises. Hence
reports and rumours occur from time to
time in the media about contaminated,
poor-quality fuel abroad.
Refuelling from containers/canisters

Another reason for the penetration of water
and dirt in the fuel tank is refuelling from
containers that have previously been rinsed
out or cleaned with water, but have not
been sufficiently dried.
Badly designed filling stations

Non-compliance with the specified opera- Fig. 55: Adhesion due to a non-compliant fluid
ting conditions during the construction or The illustration portrays the pump system of a type E3L screw pump.
operation of filling stations may result in Residues of a green liquid are still running out of a housing that was cut open for the
the penetration of water and contamination. purpose of assessment. This “fuel” caused the pump system to stick together.
The point where the pump’s two screw conveyors were stuck together can be clearly
Ageing of the fuel recognised from deposits on the screw conveyor (arrow).
When vehicles are left to stand for longer
periods, the air in the tank may give rise
to oxidation.
As the fuel reacts with atmospheric oxygen,
a resinous product is formed (“gum” [3]),
which can block or gum up the entire fuel
system and pump.
Fig. 56: Coating from poor-quality fuel

3 | Types of Damage
3.2.4 Released substances
A special instance of contamination

occurs as the result of released chemical
substances.
If low-quality materials are used when

fitting new parts in the fuel system
(e.g. replacement of fuel lines, filters),
substances such as vulcanisation accelerators,
additives and plasticizers can be released
from them, and so get into the fuel.
Such a case is illustrated in Fig. 57.
Here, all pump components were covered
with a yellow coating. This substance,
which adhered firmly to the surface of the
components, was crystalline and insoluble
in water and fuel.
Fig. 57: Insulating layer caused by plasticizers in the fuel
The commutators were not corroded or
attacked by chemicals, but because of the
non-conductive nature of the coating, the
commutators were electrically insulated
from the carbon.
Fig. 58: For comparison: The same type of pump without this coating

Types of Damage | 3
3.2.5 What should I do if fuel is contaminated?
As explained in the previous sections, • Adhere to the maintenance intervals

contamination can have a variety of causes. specified by the vehicle manufacturer.
• Fill the fuel tank completely if the vehicle
Seek out the reason for the contamination! is going to be stationary for a longer period.
• Place removed parts in a clean place, and
• Flush the fuel system through with clean, cover.
quality fuel. • Only remove the transport closures of
new fuel pumps immediately prior to
Note: installation.
The fuel tank may need to be removed. • Never clean an open fuel system with
compressed air.
• Replace fuel filters regularly.
• Only use fuel-resistant materials for If you only treat the symptoms (e.g. replacing
components that are exposed to fuel a damaged fuel pump), the cause will not
(e.g. rubber seals). be eliminated.
• Use quality materials. The problem will reoccur sooner or later.

3 | Types of Damage
3.3 Biodiesel/vegetable oil
In the past, RME (rapeseed methyl ester)

was primarily used as “biodiesel”.
Since November 2003, the new
DIN EN 14214 standard for “fatty acid
methyl ester” (FAME) came into force.
In addition to RME, this also permits
mixtures with other oils, e.g. soya oil,
sunflower oil and used edible fats
(animal fat, fish oil, etc.).
Running on biodiesel can cause damages
and malfunctions to occur sooner and more
frequently than is the case with other
(“fossil”) fuels [2].
• In vehicles that have not been specifically

approved to run on biodiesel by the
manufacturer, seals and plastic parts in Fig. 59: Sticking pump system
the fuel system can be adversely affected. The boundary disc was stuck firmly to the trochoidal pump system.
• Biodiesel reacts hygroscopically; in other The pump system was removed for this picture – but its outlines can still be clearly
words, it absorbs water from the ambient recognised in the glutinous mass.
air. As well as corrosion, this can lead to
the growth of bacteria.
• Oxidation takes place in biodiesel, which
can cause fat molecules to flocculate,
clogging filters and injection nozzles.
• The good biodegradability of biodiesel
comes hand in hand with poor ageing
resistance. This can result in clogged
filters through deposited particles.
Attention:
Biodiesel should only be used when
the vehicle in question has been approved
for this purpose by the vehicle manufacturer.
Fig. 60: Damage caused by biodiesel

In this case, after just 3 hours of operation, RME (rapeseed methyl ester) had disintegrated
the carbon brushes forming an opaque, insulating layer on the commutator
(“pole changer”) – the pump failed.

Types of Damage | 3
Quality management investigations at

PIERBURG have revealed that when
biodiesel is used, especially low-quality
biofuels, the following malfunctions and
damages can occur after just a brief period
of operation:
• Deposits clog filters and jam pump
systems
• Deposits have an insulating effect on
commutators
• Seals and plastic parts are adversely
affected
• Carbon brushes burn off after a short
running time (“brush sparking”)
• Corrosion destroys metal parts
Fig. 61: View of the mounting of sliding contacts

The carbon brushes have completely disintegrated and form a coating on the pole changer.
Note:
“Brush sparking” refers to the discharges occur, which are visible as
formation of sparks on the commutator sparks. A coating on the glide path with an
(pole changer) in electric motors. insulating effect generates increased
The carbon brushes provide the contact discharges, which can cause the carbon
with the rotating part of the pump motor brushes to burn off prematurely.
Fig. 62: Sliding contacts at approx. 9,500 miles (rotor). In the brief moment when the
Left: Prematurely worn. carbon brushes short-circuit two blades
Right: Normal condition at this mileage with different charges, electrostatic
Fig. 63: Destroyed glide path of pole

changer
Here, after the carbon brushes had burnt
off, the springs that press the carbon
brushes against the pole changer “gouged”
their way into the glide path.

3 | Types of Damage
3.4 Incorrect use/choice of fuel pump
Wrong pump
Time and again, an incorrect fuel pump for
the intended purpose or electronic
equipment is selected from catalogues
during replacement or for retrofitting.
This then delivers too high or too low

pressure.
Improper use
A more serious case is when a fuel pump is
used in a manner for which it is not intended.
Fuel pumps are designed to convey fuel Fig. 64: Crystalline deposits caused by unsuitable fluids
(petrol, diesel). In some cases, the cause of deposits such as these can only be determined through time-
consuming chemical tests.
For most people, this goes without saying.
Nevertheless, complaints are occasionally
received concerning fuel pumps that have
been used to convey other fluids (water, oil,
battery acid).
Fig. 65, for example, shows a type E3T

in-line pump, which is intended for
installation outside the fuel tank in the fuel
line, situated in the tank.
The rubber sleeve, which enveloped the Fig. 65: In-line pump that was used as an in-tank pump
fuel pump, has been dissolved by fuel and
is blocking the fuel pump and the rest of
the fuel system.
Rubber sleeve
This rubber sleeve compensates for the
larger sizes of competitors’ pumps, in
order that fuel pumps sold by Motorser-
vice can fit in existing mountings (see
Fig. 66).
In addition, the rubber sleeve has the
advantage of preventing vibrations
from being transmitted to the body.
Fig. 66: Competitor’s pump (left) and E3T

with rubber jacket from PIERBURG

Types of Damage | 3
3.5 Incorrect installation
When retrofitting an electric fuel pump, in • The pumps are wired in such a way that Paper filters are unsuitable, because the
particular, certain points must be noted, as they pump continually while receiving mesh size is too small.
otherwise problems may occur in the fuel current.
system or the fuel pump may suffer damages. When there is little or no fuel delivery Attention:
current consumption rises, but virtually The sieve filter in the intake manifold
• Type E1F and E3L pumps are in-line pumps. no cooling takes place. connection must be removed for use in
They may only be inserted in the fuel line. The result is a build-up of gas in the diesel engines.
Maximum suction lift: 500 mm pump, problems in the supply of fuel
• The E1S is an in-tank pump which may to the engine and, later on, wear of the • For type E1F fuel pumps, PIERBURG offers
only be installed in the tank. pump. the 4.00030.80.0 fuel sieve filter – a filter
Maximum suction lift: 0 mm This can be avoided by using a fuel that reliably protects the fuel pump from
• All modern pumps are driven by electric return, for example. dirt and other foreign particles, preventing
motor. The fuel flows through the drive, • Install fuel pumps in a location where premature failure (see Fig. 67).
so that it simultaneously acts as a they are protected from dirt and splash The sieve filter should be replaced at the
coolant. water. same maintenance intervals as the fuel
A flow must be constantly available to • In the case of type E1F electric fuel filter.
ensure perfect function and cooling. pumps, a sieve filter must be inserted in • Choose the installation location in such a
the fuel line before the pump on the way as to ensure that the fuel pump is not
intake side, to prevent damage through subjected to excessive load due to heat
contamination. (near the engine or exhaust) and vibration
This filter must have a sufficiently large (rigid lines, installation under tension).
filter surface (depending on the applica-
tion), and a mesh size of 60-100 µm
(microns).
Fig. 67: Fuel sieve filter 4.00030.80.0

3 | Types of Damage
• When retrofitting an electric fuel pump, • Dry running very quickly leads to dama- • Noise can occur due to resonance, depen-
§ 46 of the StVZO (German Road Traffic ges in the pump system. To prevent this, ding on where a retrofitted fuel pump is
Licensing Regulations) requires the the pump must be installed low (“wet”, installed. This can make it sound as
installation of a safety shut-off. below the fluid level) in the vicinity of the though the fuel pump is faulty.
tank. At the same time, constrictions • Fuel lines that are routed under tension
Note: (“bottlenecks”) on the intake side must be can also be the reason for excessive
As long as the ignition is on, the avoided. If this is not possible, an E1S noise.
pump delivers fuel. side-channel pump should be inserted in
In order to prevent the carburettor from the tank as a pre-feeder pump.
overflowing or fuel escaping from torn off • Only use fuel-resistant materials for
lines when the engine comes to a stop with components that are exposed to fuel
the ignition on (stalled engine, accident), (e.g. rubber seals).
the installation of a safety shut-off • During assembly, take care to avoid
4.05288.50.0 (see Service Information material combinations that would
SI 0016/A) is absolutely essential. provoke contact corrosion.
The safety shut-off stops the fuel pump The pump housing (aluminium) should
“on engine OFF”. not come into contact with galvanised
surfaces, for example (see Fig. 72).

Types of Damage | 3
3.6 Mechanical damage
3.6.1 Installation errors
Inexpert installation or removal of a fuel

pump can result in damages to the seal,
housing or to electrical or fuel connections.
Tightening without counter-tightening

In type E2T and E3T toothed ring pumps,
the mating component is often not counter-
tightened against the pump housing when
the fuel connecting line is tightened.
This causes the entire pump cover to turn
together with the connections in the
housing. Consequently, the sealing ring
beneath the cover is squashed.
The twisting of the pump system often
displaces or damages the O-ring that seals
the housing from the cover. The pump then
leaks from the flanged edge.
Note: Fig. 69: Twisted pump cover

When the connecting line is tighte- There are markings on type E2T and E3T fuel pumps. These markings must be opposite one
ned, the lower hex nut of the fuel pump another. If they are not, the pump has been inexpertly handled and has been damaged as a
must be counter-tightened, as otherwise result.
leaks can occur in the fuel pump.
Attention:
Leaky fuel pumps increase the
risk of fire!
All fuel pumps undergo quality controls

and function checks at the factory
before delivery.
Damages such as these could only
have occurred later as the result of
improper handling.
Fig. 70: Incorrect installation: Fig. 71: Correct installation:

Tightening without counter-tightening The lower hex nut of the fuel pump must be
counter-tightened

3 | Types of Damage
Contact corrosion
Incorrect installation or retrofitting can entail
the use of material combinations that
encourage contact corrosion.
For example, the pump housing (aluminium)
should not come into contact with galvanised
surfaces.
If zinc-coated steel clips without insulation

are fitted directly to the aluminium body of
the pump, for instance, and electrolyte
(splash water) is present, contact corrosion
may be produced.
In the worst case, the pump body can leak
due to pitting corrosion.
Attention:
Leaky fuel pumps increase Fig. 72: Contact corrosion due to incorrect material combination
the risk of fire!
3.6.2 Damage by force
Damaged housing
Improper handling (e.g. dropping) can
cause damage to the fuel pump housing.
Dropping the pump during assembly can
result in cracks in the plastic, for example,
causing the fuel pump to leak (see Fig. 73).
Attention:
Leaky fuel pumps increase
the risk of fire!
Fig. 73: Housing damaged by force

Types of Damage | 3
Damaged connections
During inexpert assembly/removal,
connections can be damaged or break off
(see Figs. 74 and 75).
Attention:
A leaky fuel connection is an acute
fire hazard!
Fig. 74: Broken off hose connection
All fuel pumps undergo quality cont-

rols and function checks at the factory
before delivery.
improper handling.
Fig. 75: Electrical contacts damaged by force

3 | Types of Damage
Damaged filters
In-tank pumps often have a mesh-like filter
on the intake side.
Some filters have stiffening ribs to make
them more sturdy.
If inexpertly installed, the filter and any ribs
in it may be damaged (see Fig. 76).
Dirt can penetrate or fragments of ribs in

the filter can jam the pump system.
Fig. 76: Broken stiffening ribs in the filter of an in-tank pump
Fig. 77: Damaged sieve filter of an

E1F vane-type pump

Types of Damage | 3
Fluid-level sensor detached from the

fuel delivery module
In some fuel delivery modules, the fluid-
level sensor mechanism is equipped with a
damping device. This can break if the
fluid-level sensor is moved by hand
(see Fig. 78).
Attention:
Never move the arm of the fluid-level
sensor by hand (see Fig. 79). Danger of
breakage!
Fig. 79: Never move by hand Fig. 78: Broken off fluid-level sensor
Bent fluid-level sensor on fuel delivery

module All fuel pumps undergo quality controls
Inexpert installation can lead to a bent and function checks at the factory
fluid-level sensor arm. before delivery.
This can in turn cause the tank indicator Damages such as these could only
to show an incorrect quantity of fuel. have occurred later as the result of
improper handling.

3 | Types of Damage
3.6.3 Damage in transit
Damage in transit is generally easily

recognisable.
Outwardly visible signs are:
• Bumps and dents in the pump housing
• Broken off connections or attachments
• Dirty intake and outlet nozzles
Note:
If the packaging is damaged, in
particular, take care to determine whether
the fuel pump itself has not suffered any
damage in transit.
Only remove packaging and transport

closures, e.g. plugs in new fuel pumps,
immediately prior to installation.
Attention: Fig. 80: Broken permanent magnet (stator)

Fuel pumps that have been dropped
or damaged during installation must no
longer be fitted.
Fig. 81: Particles of the broken permanent

magnet on the rotor
The permanent magnet, which surrounds
the rotor like a tube, has shattered. The
fragments have jammed the pump. It
appears that this fuel pump was dropped
during installation.
All fuel pumps undergo quality cont-

rols and function checks at the factory
before delivery.
improper handling.

Tips on diagnosis | 4
4 Tips on diagnosis
Symptoms Reasons Damage symptoms that only

• When the fuel system is damaged, the The reason for this is very often found to be become visible after opening and
symptoms are almost always the same: contaminated or watery fuel, and someti- therefore destroying the fuel
• Fuel pump does not run mes the actual quality of the fuel pump are shown in a different
• Fuel pump is noisy (see section 3). colour in the table.
• Fuel pump has an excessively low flow
rate Causes Attention:
• Inadequate delivery pressure As described in the preceding sections, In warranty cases and when handling
• Smell of fuel there can be a variety of causes for this complaints, repair shop staff do not have
• Escaping/leaking fuel contamination. the authority to open a fuel pump. If repair
• Engine misfires For this reason, we have summarised the shop or parts dealer personnel do open a
• Reduced engine power causes once more in this section. fuel pump for which there is an ongoing
complaint, this invalidates the warranty.
Damage through contamination
Complaint Damage symptom Possible causes Remedy/remarks

• Insufficient pressure • Clogged prefilters, filters or • Dirt entered the fuel tank from • Measure the pressure and flow
• Inadequate delivery rate sieves outside (e.g. on refuelling) rate
• Excessive operating noise from • Friction welded pump system • Ageing of the fuel due to longer • Clean/replace clogged separator
fuel pump caused by dry running periods at standstill (build-up of on intake side
• Engine misfires deposits) • Install a prefilter
• Pump failure • Maintenance intervals (filter • Flush the entire fuel system
replacement) not complied with through with clean, quality fuel
• Poor fuel quality • Replace the fuel pump
• Old, porous fuel hoses • Refuel using quality fuel
• Water damage • Possibly install a supplementary
• Dirt and water have entered filter/sieve in the filler neck
through a scuffed tank ventila- • Heed maintenance
tion hose, or due to incorrect intervals (filter replacement)
subsequent rerouting of the tank
ventilation hose
• Pump failure • Foreign bodies in the pump • Damaged prefilters, filters or • Replace pump and fuel filter
• Scratches/score marks on sieves • Clean fuel system before instal-
moving parts in the pump • Clogged prefilters, filters or ling the new pump
• Deposits in the pump sieves • Always replace filters according
to vehicle manufacturers’
specifications (note arrow for
direction of flow)
• Insufficient pressure • Coating in the pump • Use of low-quality materials, • Use quality materials
• Inadequate delivery rate from which vulcanisation
• Excessive operating noise from accelerators, additives and
fuel pump plasticizers can be released
• Engine misfires
• Pump failure

4 | Tips on diagnosis
Water damage

• Insufficient pressure • Chalk and rust deposits on • Leaks in the fuel system • Flush the entire fuel system
• Inadequate delivery rate the fuel pump • Refuelling in the rain through with clean, quality fuel
• Excessive operating noise from • Chalk and rust deposits in • Leaky or missing tank-cap seal • Remedy leaks in the fuel system
fuel pump the fuel pump • Missing tank cap • Replace the fuel pump
• Engine misfires • Clogged prefilters, filters or • Through ventilation orifices of • Refuel using quality fuel
• Pump failure sieves pneumatic valves that are exposed to • Fill the fuel tank completely
• Friction welded pump splash water, e.g. ACF valves before leaving the vehicle
system caused by dry • Formation of condensation in stationary for longer periods
running the tank
• Corrosion • Cars that spend a lot of time in the
garage
• Fuel quality
• Quality standards not complied with
• Refuelling from containers/canisters
• Badly designed filling stations
• Biodiesel
Incorrect use

• Excessively high or low pressure • None • Wrong pump • Select the right pump
• Insufficient pressure • Dissolved rubber parts • Improper use • Proper use

• Inadequate delivery rate • Clogged prefilters, filters or
• Excessive operating noise from sieves
fuel pump • Sticking pump system
• Engine misfires
• Pump failure
• Insufficient pressure • Chalk and rust deposits on the • Pumping unsuitable fluids • Proper use
• Inadequate delivery rate fuel pump (e.g. water)
• Excessive operating noise from • Chalk and rust deposits in the
fuel pump fuel pump
• Engine misfires • Clogged prefilters, filters or
• Pump failure sieves
• Friction welded pump system
caused by dry running
• Corrosion
• Sticking
• Insufficient pressure • Friction welded pump system • Incorrect installation • Note installation conditions
• Inadequate delivery rate caused by dry running • Pump installed too high • Select the correct, protected
• Excessive operating noise from installation location
fuel pump
• Engine misfires
• Pump failure

Tips on diagnosis | 4
Poor fuel quality

• Insufficient pressure • Chalk and rust deposits on the • Badly designed filling stations • Visual inspection, odour check
• Inadequate delivery rate fuel pump • Fuel ageing • Flush the entire fuel system
• Excessive operating noise from • Chalk and rust deposits in the • Poor fuel quality through with clean, quality fuel
fuel pump fuel pump • Biodiesel • Clean/replace clogged separator
• Engine misfires • Clogged prefilters, filters or on intake side
• Pump failure sieves • Replace the fuel pump
• Friction welded pump system • Refuel with quality fuel that
caused by dry running conforms to the valid standards
• Corrosion • Replace the fuel filter and
• Resinous product sticking or possibly the injection valves
clogging the fuel system
• Adversely affected seals and
plastic parts
• Burnt off carbon brushes
• Deposits with an insulating
effect on commutators
Mechanical damage/installation errors

• Decreasing delivery pressure • Pump leaking at pump cover • Inexpert installation/removal: • Replace the pump
• Diminished delivery rate • Markings are not aligned Pump not counter-tightened • The hex nut in the pump cover
• Smell of fuel (see Fig. 69) when the connecting line was must be counter-tightened so
• Leaky pump tightened that it cannot “twist” when
connecting lines are tightened.
The markings (see Fig. 70,
arrows) must be aligned with
each other
• Note tightening torques
• Pump does not supply fuel • Damaged electrical connections • Inexpert installation/removal: • Replace the pump
Damaged electrical connections • Proceed with care when affixing
electrical connections
• Note tightening torques
• Decreasing delivery pressure • Leaky/damaged fuel connection • Inexpert installation/removal: • Replace the pump
• Diminished delivery rate Damaged fuel connection • Proceed with care when
• Smell of fuel tightening connecting lines
• Leaky pump
• Decreasing delivery pressure • Pump is leaking • Inexpert installation/removal: • Replace the pump
• Diminished delivery rate • Pitting corrosion Contact corrosion due to • Avoid galvanised mounting clips
• Smell of fuel • Corrosion around mounting clips incorrect material combinations
• Leaky pump

4 | Tips on diagnosis
Further problems with similar symptoms Further problems with similar symptoms
Possible causes Remedy/remarks

• Faulty pressure regulator • Check pressure and regulating function
• Replace faulty pressure regulator
• Check fuel system
• Tank aeration/ventilation not working properly • Check and clean or repair if necessary
• ACF filter or ACF lines filled with fuel • Check lines (note manufacturer’s instructions)
• Check function of ACF regeneration valve
• Defective voltage supply to electric fuel pump • Visual inspection

• Faulty fuse • Check voltage supply
• Open circuit • Check and replace if necessary
• Faulty pump relay • Check and correct any faults
• Check and replace if necessary
• Injection valve malfunctions • With the engine off, check the HC value in the intake
• Wrong injection times manifold using a suitable device
• Wrong injection direction • Check injection times, injection signal and tightness
• Leaky injection valves • Clean valves or replace if necessary
• The lambda probe is dirty or has deposits as the result of poor • Check lambda probe and contacts
combustion or leaded fuel
• The lambda probe reacts too sluggishly, i.e. the lambda
control is causing a “rich” mixture
• The lambda probe is damaged due to excessive exhaust temperatures
resulting from incorrect mixture formation or misfiring
• There is a problem with the electrical earthing
• The fuel system has two fuel pumps one behind the other, • Check function of both fuel pumps
one of which is defective
Further tips on installation and diag-

nosis, particularly concerning
the retrofitting of electric fuel pumps,
can be found in the brochure Service
Tips & Infos: Fuel systems – Com-
ponents and solutions for universal
applications [6].

Tools and testing instruments | 5
5 Tools and testing instruments
Motorservice offers a range of tools and

testers that are required for working on fuel You can find further tools and testing
systems. instruments in the catalogue
“Tools and Testing Instruments”
[7] and in the OnlineShop on our
homepage: www.ms-motorservice.com
Repair kit for fuel lines
Repairing fuel lines is often problematic • Junctions of the different materials are
if the required components are not availa- possible (plastic pipe – steel tube;
ble. By means of the repair kit, smaller rubber hose – steel tube; rubber hose –
defective spots on fuel lines can be plastic pipe).
repaired quickly and efficiently:
Within scope of supply:
• Rusted-through areas on steel tubes The most common connections for fuel
• Embrittled areas on plastic pipes filters, fuel pump connectors and fuel pumps.
• Kinked plastic pipes
• Broken plugs, e.g. from disassembly Operating pressure: absolute max. 5 bar
during filter replacement
• Suitable for steel or plastic pipes with an Weight: approx. 2,560 g
Part no. 4.07373.10.0 outside diameter of 8 or 10 mm. Package size:
510 mm x 320 mm x 60 mm

5 | Tools and testing instruments
Refill packages
PIERBURG no. Fig. Designation Content (quantity)

4.07373.11.0 Refill pack 1 SAE plug, straight, 7.89 - 8 (3); 9.89 - 10 (3)
(SAE plug, straight)
4.07373.12.0 Refill pack 2 SAE plug, angled 90°, 7.89 - 8 (3); 9.89 - 10 (3)
(SAE plug, angled)
4.07373.13.0 Refill pack 3 Pipe connection, straight, for Ø 8 mm (8); for Ø 10 mm (8)
(pipe connection, straight)
4.07373.14.0 Refill pack 4 Pipe connection, angled, for Ø 8 mm (3); for Ø 10 mm (3)
(pipe connection, angled/ T-connection for Ø 8 mm (1); for Ø 10 mm (1)
T-connection)
4.07373.15.0 Refill pack 5 Normaquick double connection Ø 8 mm, S 5/16-6 (2);

(hose connection) 10 mm, S 3/8-5/16 (2)
Reducing connection, straight, Ø 10 - 8 mm (2)
4.07373.16.0 Refill pack 6 Length of pipe, steel Ø 8 x 450 mm (2); Ø 10 x 450 mm (2)
(steel tube/fuel hose) Fuel hose Ø 8 x 450 mm (2); Ø 10 x 450 mm (2)
4.07373.17.0 Refill pack 7 Length of pipe, plastic Ø 8 x 50 mm, (5); Ø 10 x 50 mm (5);

(lengths of pipe/sleeves) Ø 8 x 450 mm (2); Ø 10 x 450 mm (2)
Single collar bushing Ø 6 x 0.4 x 22 (5); Ø 8 x 0.4 x 22 (5)
4.07373.18.0 Refill pack 8 Hose clamp 015,3-706 R (20); 016,6-706 R (20)

(clamps)

Fuel pressure test kit
This fuel pressure test kit enables the Extensive directions for use, with test
pressure and flow rate to be measured instructions, value tables and guidelines
without dismantling the fuel pump. for fault diagnosis are provided to assist
with troubleshooting.
All common fuel delivery systems (petrol,
diesel common rail, diesel pump-nozzle Note:
injector, diesel distributor pumps and Not suitable for alternative fuels with
diesel inline pump systems with and high ethanol content.
without return up to 8 bar/120 psi pres-
sure) can be checked for faults using the Weight: approx. 4,800 g
fuel pressure test kit. Package size:
440 mm x 240 mm x 210 mm
Specifications:
Part no. 4.07373.20.0 Max. pressure: 8 bar (120 psi)
Test setup in fuel system with return Test setup in fuel system with return (demand-controlled)

Toolkit to complement the fuel pressure test kit
Motorservice offers a set of 8 tools to The set includes the sizes:

facilitate the release of quick connectors,
which are used by many vehicle manufactu- 8 mm (5/16"), 9.5 mm (3/8"), 9.5 mm (3/8")
rers. The tools are curved to facilitate cooling line, 9.5 mm (3/8") oil feed line
access to the connectors.
13 mm (1/2"), 16 mm (5/8"), 19 mm (3/4"),
22 mm (7/8")
Weight: approx. 700 g

Package size:
250 mm x 60 mm x 230 mm
Part no. 4.07373.21.0
Hose connections
Part no. Description Type Diameter

4.07413.72.0 Hose connection GS 4 4 mm

A B
(A)
4.07413.65.0 Hose connection YS 4 4 mm

C D
(B)
4.07413.60.0 Hose connection TS 4 4 mm
For part no., see table 4.07413.99.0 Hose connection TS 6 6 mm
4.07414.01.0 Hose connection TS 8 8 mm

(C)
4.07414.86.0 Reduction adapter 6 mm/8 mm
GRS 8/6
(D)

Fuel hose Ø 3.5 mm
Fuel hose in cardboard box Note:

in accordance with DIN 73379 B Not approved for use inside the tank.
• Wall thickness: 2.0 mm Weight: approx. 1,100 g

• Length: 20 m Package size:
• Bore: NBR 315 mm x 125 mm x 320 mm
• Braiding: CO
Areas of application Temperature range

Commercially available fuels and mixtures with a maximum benzene –30°C to +50°C
content of 50%
Part no. 4.07371.04.0 Water, air, EL heating oil (extra light) –30°C to +80°C
Diesel fuel (gas oil) with added RME –30°C to +65°C
Fuel hose Ø 6.0 mm
Fuel hose in cardboard box • Strength members: Polyester

in accordance with DIN 73379-2A • Cover: CR


Commercially available fuels, particularly super fuel with a maximum –30 °C to +50 °C
benzene content of 50%, suitable for E10
Water, air, EL heating oil –30 °C to +90 °C
Part no. 4.07371.07.0 Diesel fuel with added RME –30 °C to +65 °C
Fuel hose Ø 7.5 mm
Fuel hose in cardboard box • Strength members: Polyester

in accordance with DIN 73379-2A • Cover: CR


Commercially available fuels and mixtures with a maximum benzene –30°C to +50°C
content of 50%
Water, air, EL heating oil –30°C to +80°C
Part no. 4.07371.06.0 Diesel fuel (gas oil) with added RME –30°C to +65°C

Fuel pump fitting tool
Auxiliaries for removing/fitting fuel pumps The assembly instructions provided with
the PIERBURG fuel pumps give detailed
With this low-cost tool, you no longer need instructions for the application of the tool.
to replace the complete fuel pump inclu-
Part no. 4.00063.00.0 ding mounting – now just the fuel pump Weight: approx. 600 g
itself is replaced. Package size:
150 mm x 55 mm x 55 mm
The tool can be used for the following fuel pumps:
PIERBURG no. Manufacturer Model

7.22013.02.0 BMW 5 Series (E39)
7.22013.57.0 BMW X5 (E53)
7.22013.61.0 BMW M5 (E39)
7.22013.69.0 BMW 7 Series (E65/66/67)
7.28303.60.0 Volkswagen Golf IV, V; Passat 1.9, 2.0 TDI
7.50007.50.0 BMW X5 (E53)
6 | Appendix
References and more extensive literature
[1] Technical filter booklet [3] Chemistry of fuels and lubricants [6] Fuel systems – Components and
Motorservice Prof. Dr. A. Zeman (em.) solutions for universal applications
50 003 596-01 (German)* Bundeswehr University Munich – Motorservice
Mechanical Engineering Department – Only available as PDF
[2] Biodiesel Environmental Technology and see www.ms-motorservice.com
Marcus Taupp Chemistry
Bayerische Julius-Maximilians-Univer- [7] Tools and testing instruments
sität Würzburg [4] Emission control and OBD Motorservice
Institute for Pharmacy and Food Motorservice 50 003 931-01 (German)*
Chemistry 50 003 960-01 (German)*
Professor of Food Chemistry
Prof. Dr. P. Schreier [5] Fuel supply for fuel injection engines
Motorservice
Only available as PDF
see www.ms-motorservice.com * Available in further languages on request

Know-how
Transfer
www.ms-motorservice.com
PROFESSIONAL KNOWLEDGE FROM EXPERTS
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Direct from the Direct access
manufacturer to our products
Technical
information News
Taken from practice Regular updates
for use in practice by e-mail
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explanations Always up-to-date
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focus – online Individual
Interactive infor- information
mation about the Especially for
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Motorservice Partner:
Headquarters:
MS Motorservice International GmbH
Wilhelm-Maybach-Straße 14–18
74196 Neuenstadt, Germany
www.ms-motorservice.com
50 003 855-02 – 05/15 EN

© MS Motorservice International GmbH – A Rheinmetall Company

Electric Fuel Pumps Models Damages Reasons 52495

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Electric Fuel Pumps

Models, Damage, Reasons

KSPG (Kolbenschmidt Pierburg).

All content including pictures and diagrams is

2 | Electric Fuel Pumps – Models, Damage, Reasons

Electric Fuel Pumps – Models, Damage, Reasons | 3

The heart of a vehicle Outside view A peek inside

• Reduced flow rate This brochure therefore focuses on the fuel

Fig. 1: Damage by force

4 | Electric Fuel Pumps – Models, Damage, Reasons

1.2 General information on this brochure

• All pictures and diagrams in this Please note:

1.3 Pictograms and symbols

Many of the diagrams contained in this

Electric Fuel Pumps – Models, Damage, Reasons | 5

1.4 Safety instructions

6 | Electric Fuel Pumps – Models, Damage, Reasons

2.1 Fuel system

Fig. 2: Fuel system (petrol engine, schematic)

Electric Fuel Pumps – Models, Damage, Reasons | 7

The fuel cannot be conveyed through

8 | Electric Fuel Pumps – Models, Damage, Reasons

Vane-type pump E1F

Side-channel pump E1S

Fig. 5: Pump operating principle 1 Side-channel pump system 3 DC electric motor

Screw pump E3L

Fig. 6: Pump operating principle 1 Prefilter 4 Electrical connection

Electric Fuel Pumps – Models, Damage, Reasons | 9

Toothed ring pump E2T/E3T

Fig. 7: Pump operating principle 1 Prefilter 4 Pressure-holding valve 1

Toothed ring pump with side-channel pump E3TS

Fig. 8: Pump operating principle and 1 Degassing connection 5 Electrical connection

10 | Electric Fuel Pumps – Models, Damage, Reasons

Fuel delivery module

Electric Fuel Pumps – Models, Damage, Reasons | 11

2.3 Installation examples of electric fuel pumps illustrated in block diagrams

We distinguish between in-tank and in-line

Mixed and special systems, such as semi-

One or two fuel pumps are connected in

These installation options are illustrated in

12 | Electric Fuel Pumps – Models, Damage, Reasons

Fig. 16: Severely corroded electric fuel

Electric Fuel Pumps – Models, Damage, Reasons | 13

3.2 Contaminated fuel

3.2.1 Damage through contamination

The most common cause of malfunctions in

The effects of contamination are varied:

Here are some possible causes:

14 | Electric Fuel Pumps – Models, Damage, Reasons

Most modern fuel pumps are flushed

Fuel pumps in the E1F, E2T and E3T series

When retrofitting an E1F, please note:

Electric Fuel Pumps – Models, Damage, Reasons | 15

Jammed pump system

Foreign bodies get into the fuel pump when

When working on the fuel system, in

Fig. 25: Scratches due to foreign bodies

16 | Electric Fuel Pumps – Models, Damage, Reasons

Fig. 27: Foreign body that caused the

Fig. 26: E2T toothed ring pump damaged by foreign bodies

• In vehicles that have not been specifically