Ecoboost Performance Forum

Ecoboost Performance => Troubleshooting, Maintenance, TSB Articles => Technical Articles => Topic started by: SHOdded on May 29, 2016, 07:27:51 AM

Title: Articles on Fuel Systems
Post by: SHOdded on May 29, 2016, 07:27:51 AM
Let's get it started right with a video on GDI systems, a lot of info on how things come together:

! No longer available (http://www.youtube.com/watch?v=OA2FmYopXbU#)

Interesting observation from the video:  "Detergent quantity has actually dropped 50% in Top Tier fuels in recent years due to EPA mandates, as detergents were actually causing emissions to increase (?)."  My guess is the scrubbed particles weren't being combusted or otherwise handled, rather than detergents being categorically at fault.

"There is a PID for the adjusted fuel ratio you can watch during a cylinder balance test.  If it goes one way from stoich (lambda), it will tell you the injector is lean, goes the other way, it is a leaky/drippy injector."
Title: Re: Articles on Fuel Systems
Post by: SHOdded on May 29, 2016, 09:26:37 AM
GASOLINE DIRECT INJECTION Teaching GDI to your students - ConsuLab

http://www.consulab.com/files/gdiHandoutrev20161e.pdf (http://www.consulab.com/files/gdiHandoutrev20161e.pdf)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on May 29, 2016, 09:37:36 AM
Gasoline  Direct Injection - Issues facing GDI

https://www.google.com/url?sa=t&source=web&rct=j&url=http://opensiuc.lib.siu.edu/cgi/viewcontent.cgi%3Farticle%3D1024%26context%3Dauto_pres&ved=0ahUKEwiS3ffGpv_MAhWDWj4KHQGXDEs4HhAWCCwwAA&usg=AFQjCNGIVdxxy4WvgfJ57hcfvqHi6aSZSg&sig2=LWW72CbIGFcQCXvbzJs2iQ (https://www.google.com/url?sa=t&source=web&rct=j&url=http://opensiuc.lib.siu.edu/cgi/viewcontent.cgi%3Farticle%3D1024%26context%3Dauto_pres&ved=0ahUKEwiS3ffGpv_MAhWDWj4KHQGXDEs4HhAWCCwwAA&usg=AFQjCNGIVdxxy4WvgfJ57hcfvqHi6aSZSg&sig2=LWW72CbIGFcQCXvbzJs2iQ)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on May 29, 2016, 10:33:00 AM
One vendor's way of testing GDI injectors:

http://www.asnu.com/machines/gdi (http://www.asnu.com/machines/gdi)
http://www.asnu.com/downloads/gdi.pdf (http://www.asnu.com/downloads/gdi.pdf)
http://www.asnu.com/downloads/low-pressure-gdi.pdf (http://www.asnu.com/downloads/low-pressure-gdi.pdf)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:10:15 AM
Knock Limits in Spark Ignited Direct Injected Engines Using Gas/Corn blends
http://www.ecoboostperformanceforum.com/index.php/topic,7555.0 (http://www.ecoboostperformanceforum.com/index.php/topic,7555.0)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:17:25 AM
Blending Methanol in gasoline
http://www.ecoboostperformanceforum.com/index.php/topic,4595.0.html (http://www.ecoboostperformanceforum.com/index.php/topic,4595.0.html)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:20:02 AM
Upgraded HPFP
http://www.ecoboostperformanceforum.com/index.php/topic,7006 (http://www.ecoboostperformanceforum.com/index.php/topic,7006)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:21:21 AM
Increasing direct injection pressure enhances performance
http://delphi.com/docs/default-source/old-delphi-files/3ca4118c-f7a9-435d-9a6e-e01ae887354c-pdf.pdf?sfvrsn=0 (http://delphi.com/docs/default-source/old-delphi-files/3ca4118c-f7a9-435d-9a6e-e01ae887354c-pdf.pdf?sfvrsn=0)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:53:09 AM
Ford tests splash blends on the 3.5 ECO
http://www.ecoboostperformanceforum.com/index.php/topic,5478 (http://www.ecoboostperformanceforum.com/index.php/topic,5478)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:56:47 AM
Tuning DI for E-85
http://www.ecoboostperformanceforum.com/index.php/topic,4910 (http://www.ecoboostperformanceforum.com/index.php/topic,4910)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 07:58:20 AM
An overview of Bosch Direct Injection
http://www.ecoboostperformanceforum.com/index.php/topic,4871 (http://www.ecoboostperformanceforum.com/index.php/topic,4871)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 08:00:21 AM
Discussions on E-85 injection vs meth injection
http://www.ecoboostperformanceforum.com/index.php/topic,4486 (http://www.ecoboostperformanceforum.com/index.php/topic,4486)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 10, 2017, 08:00:52 AM
E-85 Boost
http://www.ecoboostperformanceforum.com/index.php/topic,3367 (http://www.ecoboostperformanceforum.com/index.php/topic,3367)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 20, 2017, 04:00:44 AM
How modern injectors can suffer from internal diesel injector deposits (IDID)
https://www.youtube.com/watch?v=kiapy73W_KQ (https://www.youtube.com/watch?v=kiapy73W_KQ)

Applies to gasoline DI injectors also ...???
Title: Re: Articles on Fuel Systems
Post by: SHOdded on August 31, 2017, 11:19:24 PM
MegaSquirt-II™ X-Tau Accel Enrichment
http://www.megamanual.com/ms2/xtau.htm (http://www.megamanual.com/ms2/xtau.htm)

Wall wetting - the 'Tau' factor
Tuesday, February 16, 2010

In a conventional multi-point port injected gasoline engine the fuel is introduced into the air stream in the form of a jet of liquid. Atomising into small droplets, these mix with the air, begin to vaporise and eventually get carried off past the intake valves and into the combustion chamber. In between, varying amounts of this fuel might condense on the wall, travel along it and eventually vaporise back into the air stream. However the presence of this fuel, often referred to as a 'puddle' can have a significant effect on the air fuel ratio eventually presented to the engine. In most road transport applications with port injection, the injector is most likely targeted at the back of the intake valve. Here it is assumed that the fuel jet strikes the back of the valve missing as much of the manifold as possible and is vaporised straight into the engine. Good hydrocarbon emissions and best fuel economy result. While many racing engines use a similar method others prefer to inject fuel into the centre of the bellmouth at the entrance to the intake runner. While the former might have a relatively low amount of fuel to 'puddle', the latter with its potentially large surface area of wall to wet could introduce significant transient fuelling issues. However no fuel injector can ever inject 100% of its fuel into the air stream and therefore to compensate for this effect on all engines and more accurately control the engine under transient engine conditions, it is necessary to predict this volume of fuel temporarily sidelined.

The volume of the fuel trapped on the manifold wall is often known as Tau and designated by the Greek letter '?'. In modelling it is assumed that the amount of the 'puddle' or fuel volume remains constant and the air flowing over it carries it away towards the engine. The more the volume of air flowing past or over it, the more the mass of the puddle is reduced. Tau modelling software therefore uses instantaneous airflow calculations to attempt to predict and maintain this value constant by either adding or reducing to the fuel specified in the engine map.

Under steady state running the engine will be calibrated to run at optimum air-fuel ratio, be that slightly rich for maximum power or slightly weak for best fuel economy. During rapid changes, for example when the throttle is suddenly snapped open and the wall film rapidly evaporates, is when compensation is necessary. If this isn't done the engine will 'see' a temporary lean spike resulting in a hesitation or a loss of power followed by a sudden surge back to where it would have been. Likewise when the driver lifts off the throttle at high engine speeds and no power is demanded, fuel may need to be temporarily switched off but to make sure that the fuel 'puddle' is maintained and that a lean spike won't result as soon as the throttle is opened again, a degree of fuel may have to be re-introduced.

On more complex systems, the intake models to predict and consequently control the air-fuel ratio more accurately, have to be much more sophisticated. Intake manifold volume, port design and even the positioning of the sensors used, all have to be taken into account to anticipate the airflow to each of the cylinders and during each and every cycle, if perfect engine control is to be achieved.

Written by John Coxon
https://www.highpowermedia.com/blog/2900/wall-wetting-the-tau-factor (https://www.highpowermedia.com/blog/2900/wall-wetting-the-tau-factor)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on November 06, 2017, 04:54:14 AM
Want to find out how your fuel injectors are doing?  xIt is quite simple if you access to an advanced scantool like SnapOn Ethos/Modis etc, and this is what it does:
! No longer available (http://www.youtube.com/watch?v=xcz9GgpuDlE#)

Relative compression test:
! No longer available (http://www.youtube.com/watch?v=tnQmC7M8Joo#)

There should be no DTCs present at the test, and the battery should be in good shape.  Perhaps an annual check would be advisable.
Title: Re: Articles on Fuel Systems
Post by: SHOdded on December 22, 2017, 05:21:23 PM
PEA! PEA! PEA!  Or ... NO PEA???  Ask the Princess.

! No longer available (http://www.youtube.com/watch?v=6eqpczQpzig#)
! No longer available (http://www.youtube.com/watch?v=wh8zJpIZzDQ#)
! No longer available (http://www.youtube.com/watch?v=mwAVTBwvNIs#)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on March 21, 2019, 01:22:55 AM
https://www.underhoodservice.com/oil-direct-fuel-injection/ (https://www.underhoodservice.com/oil-direct-fuel-injection/)

"High-Pressure Fuel Pump and Oil
The main destroyer of high-pressure fuel pumps is delayed oil changes. Wear between the camshaft lobes and the high-pressure pump follower prevents the pump from generating enough piston movement. Less movement of the pump means less pressure. The ECM uses the camshaft and crankshaft position sensor inputs to synchronize the high-pressure fuel pump actuator with the position of each of the camshaft lobes. The ECM regulates fuel pressure by adjusting the stroke of the pump.

You should examine the lobes on the camshaft before installing a new, expensive high-pressure fuel pump. A lack-of-power complaint may improve from this measure, but will never be completely corrected."
Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 19, 2019, 01:51:53 AM
Fuel property effects on low-speed pre-ignition

https://www.sciencedirect.com/science/article/pii/S0016236118308858 (https://www.sciencedirect.com/science/article/pii/S0016236118308858)

QuoteAbstract
This work explores the dependence of fuel distillation and flame speed on low-speed pre-ignition (LSPI). Findings are based on cylinder pressure analysis, as well as the number count, clustering, intensity, duration, and onset crank angle of LSPI events. Four fuels were used, with three of the fuels being blends with gasoline, and the fourth being neat gasoline. The blended fuels consisted of single molecules of different molecular types: a ketone (cyclopentanone), an alcohol (2-methyl-1-butanol), and an aromatic (ethylbenzene). All three pure molecules have RON values within ±2 and boiling points within ±5 °C. These fuels were blended with gasoline to a 25% mass fraction and were used to run the engine at identical LSPI prone operating conditions. The findings highlight that fuels with similar boiling properties and octane numbers can exhibit similar LSPI number counts, but with vastly different LSPI magnitudes and intensities. Moreover, the results highlight fundamental fuel properties such as flame speed are critical to characterizing the LSPI propensity and behavior of the fuel.
Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 21, 2019, 03:04:41 AM
Why it is important to shift to SN+ certified/compatible oils - not only for drag strip conditions, but at long stoplights or onramps or city driving.  Many will face this situation on a daily basis as traffic continues to deteriorate.

QuoteThe raw fuel doesn't have sufficient time to fully vaporize, due to a lack of turbulence and an abbreviated dwell time. This fuel can puddle between the upper piston ring and ring land. When mixed with the oil, it can produce this low octane compound. When the throttle pedal is punched after extended idling, this compound can pre-ignite, causing severe damage to the piston rings and lands.

Another factor contributing to LSPI is a fuel's distillation curve, which displays how easily a fuel evaporates. Interestingly, whereas a racing or premium fuel is typically desired for performance driving, a standard fuel will vaporize more easily. While it is still necessary to have a high-enough octane to support an engine's compression and performance needs, some racing fuels with a high distillation temperature can be detrimental in direct-injected engines. This is due to the higher octane racing fuel's resistance to vaporization and the resulting LSPI occurring in direct-injected engines.

https://www.lsxmag.com/tech-stories/engine/the-highly-specific-life-of-ls-and-lt-based-motor-oils/ (https://www.lsxmag.com/tech-stories/engine/the-highly-specific-life-of-ls-and-lt-based-motor-oils/)

Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 21, 2019, 11:50:12 PM
Octane - RON more relevant than MON.  Also, intake air temperature, pressure, and engine speed seem to affect knock readings more than octane.

https://www.thefreelibrary.com/Understanding+the+octane+appetite+of+modern+vehicles.-a0478823007 (https://www.thefreelibrary.com/Understanding+the+octane+appetite+of+modern+vehicles.-a0478823007)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 22, 2019, 12:17:31 AM
Ethanol blended fuels can decrease LSPI-knock ... but only if HIGH blends are used.  In this study, E20 and E30 actually increased the incidence and severity of LSPI-subsequent knock events.  E50 still has the propensity for more LSPI, with decreased propensity for resulting knock events.

https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644 (https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644)
Title: Re: Articles on Fuel Systems
Post by: SM105K on April 22, 2019, 09:50:15 AM
Quote from: SHOdded on April 22, 2019, 12:17:31 AM
Ethanol blended fuels can decrease LSPI-knock ... but only if HIGH blends are used.  In this study, E20 and E30 actually increased the incidence and severity of LSPI-subsequent knock events.  E50 still has the propensity for more LSPI, with decreased propensity for resulting knock events.

https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644 (https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644)

Geez...what a clusterfu#k. Since meth is a akly fuel it also contributes to this.....great.  Looks like I will be looking more into actual race fuels.   
Title: Re: Articles on Fuel Systems
Post by: 18SHO on April 22, 2019, 10:09:07 AM
Quote from: SM105K on April 22, 2019, 09:50:15 AM
Quote from: SHOdded on April 22, 2019, 12:17:31 AM
Ethanol blended fuels can decrease LSPI-knock ... but only if HIGH blends are used.  In this study, E20 and E30 actually increased the incidence and severity of LSPI-subsequent knock events.  E50 still has the propensity for more LSPI, with decreased propensity for resulting knock events.

https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644 (https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644)

Geez...what a clusterfu#k. Since meth is a akly fuel it also contributes to this.....great.  Looks like I will be looking more into actual race fuels.   


Race gas additive is the best bet , I may be working on that next . 2 full cans in a full tank of gas gets a true 100 octane
Title: Re: Articles on Fuel Systems
Post by: SM105K on April 22, 2019, 10:29:09 AM
Quote from: 18SHO on April 22, 2019, 10:09:07 AM
Quote from: SM105K on April 22, 2019, 09:50:15 AM
Quote from: SHOdded on April 22, 2019, 12:17:31 AM
Ethanol blended fuels can decrease LSPI-knock ... but only if HIGH blends are used.  In this study, E20 and E30 actually increased the incidence and severity of LSPI-subsequent knock events.  E50 still has the propensity for more LSPI, with decreased propensity for resulting knock events.

https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644 (https://www.thefreelibrary.com/Influence+of+Ethanol+Blends+on+Low+Speed+Pre-Ignition+in...-a0528616644)

Geez...what a clusterfu#k. Since meth is a akly fuel it also contributes to this.....great.  Looks like I will be looking more into actual race fuels.   


Race gas additive is the best bet , I may be working on that next . 2 full cans in a full tank of gas gets a true 100 octane

I was looking into Torco Accelerator.  However I have a fuel station that sells 95 and 100 octane straight out of the pump kinda near my house.  I don't drive the SHO much so I might just bite the bullet and see what happens if I run straight race fuel all of the time.   Going to email Brad later.
Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 22, 2019, 11:26:43 AM
Moving to SN+ oil is your first goal.  Because if you don't, then the problem of LSPI-inducing oil particles remains.  The next thing is to keep the injectors clean, since it affects spray patterns and cylinder wall spatter.  It was found that rotating the injector 45 degrees would increase wall spatter, so imagine the smooth flow of fuel interrupted by deposits making the spray go willy nilly ...  Again, not to alarm, just to make aware.  I do not know how big an issue the deposits are.  Every aspect is being researched, but not much quantification by way of importance, other than oil first, fuel second.

I have not yet begun to research what fuel will help with that.  Tho I do know there is VERY little research on current fuel additives like Techron/BG in DI situations.  There is supposedly a custom additive proven to reduce/eliminate fuel injector deposits, but I cannot find it on the open market.
Title: Re: Articles on Fuel Systems
Post by: SM105K on April 22, 2019, 12:19:45 PM
Quote from: SHOdded on April 22, 2019, 11:26:43 AM
Moving to SN+ oil is your first goal.  Because if you don't, then the problem of LSPI-inducing oil particles remains.  The next thing is to keep the injectors clean, since it affects spray patterns and cylinder wall spatter.  It was found that rotating the injector 45 degrees would increase wall spatter, so imagine the smooth flow of fuel interrupted by deposits making the spray go willy nilly ...  Again, not to alarm, just to make aware.  I do not know how big an issue the deposits are.  Every aspect is being researched, but not much quantification by way of importance, other than oil first, fuel second.

I have not yet begun to research what fuel will help with that.  Tho I do know there is VERY little research on current fuel additives like Techron/BG in DI situations.  There is supposedly a custom additive proven to reduce/eliminate fuel injector deposits, but I cannot find it on the open market.

I agree with the oil.  Going with what you said, I am going to jump over to the Castrol Magnatec 5w-30 after looking into it on Bob's list.  Again just going to change it often.  I am averaging less then 100 miles a week on the SHO right now.  With the 95 unleaded I will be hopefully relieve the stress of the fuel system, and hopefully gain some more POWA!  We will shall see.  I like screwing around with this car.
Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 22, 2019, 02:34:22 PM
The oil should relieve most of the LSPI fears, I think.  People don't just move to a new spec without due cause.  As of yet, the %age allotted to fuel itself for LSPI occurrences is yet undetermined.  BUT, higher ethanol blends do seem to have a higher risk to reward ratio in this regard, bolstering those who want to go full E85 ...
Title: Re: Articles on Fuel Systems
Post by: mattr66 on April 23, 2019, 11:07:48 AM
Lubrication Engineers 8854 5w-40 is the best oil for gen 1 ecoboost period..... $140 for 5 gallons usually.  I beat the crap out of my car and it runs noticably more quiet with it.

Sent from my Moto Z (2) using Tapatalk

Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 23, 2019, 11:40:04 AM
Do you have oil analysis data to share, Matt?  I know one of our members (panther) was running it in his SHO way back when.  And also, how did you come to select 5W40, what MY is your SHO?
Title: Re: Articles on Fuel Systems
Post by: mattr66 on April 23, 2019, 12:01:19 PM
Quote from: SHOdded on April 23, 2019, 11:40:04 AM
Do you have oil analysis data to share, Matt?  I know one of our members (panther) was running it in his SHO way back when.  And also, how did you come to select 5W40, what MY is your SHO?
RMB has done some and I just beat the crap out of it almost daily.

Sent from my Moto Z (2) using Tapatalk

Title: Re: Articles on Fuel Systems
Post by: mattr66 on April 23, 2019, 12:02:39 PM
And by gen1 I mean all DI-only ecoboosts.  This would be all SHOs and  all pre-17 3.5 trucks.

Sent from my Moto Z (2) using Tapatalk

Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 23, 2019, 06:42:58 PM
Diagnostics of Individual Air Fuel Ratio Cylinder Imbalance
https://www.thefreelibrary.com/Diagnostics+of+Individual+Air+Fuel+Ratio+Cylinder+Imbalance.-a0531111148 (https://www.thefreelibrary.com/Diagnostics+of+Individual+Air+Fuel+Ratio+Cylinder+Imbalance.-a0531111148)

Ford has filed patents on this technology, a couple of which are attached to this post.

DTCs
P219C Cylinder 1 Air-Fuel Ratio Imbalance
P219D Cylinder 2 Air-Fuel Ratio Imbalance
P219E Cylinder 3 Air-Fuel Ratio Imbalance
P219F Cylinder 4 Air-Fuel Ratio Imbalance
P21A0 Cylinder 5 Air-Fuel Ratio Imbalance
P21A1 Cylinder 6 Air-Fuel Ratio Imbalance

P219A – Bank 1 Air-Fuel Ratio Imbalance
P219B – Bank 2 Air-Fuel Ratio Imbalance
Title: Re: Articles on Fuel Systems
Post by: SHOdded on April 24, 2019, 03:57:28 PM
Detour to 1981 - Effect of various fuels on engine wear, in this EE explanation
https://www.youtube.com/watch?v=ATGSBi1kBl0 (https://www.youtube.com/watch?v=ATGSBi1kBl0)
Title: Re: Articles on Fuel Systems
Post by: SHOdded on July 06, 2019, 01:07:22 AM
3.5L Ecoboost Fuel Maps Spreadsheet
Title: Re: Articles on Fuel Systems
Post by: SHOdded on December 23, 2019, 02:40:34 AM
A look back at fuels / fuel additives, 10 years ago
https://cen.acs.org/articles/87/i14/Gasoline-Wars.html
Title: Re: Articles on Fuel Systems
Post by: SHOdded on January 16, 2020, 02:42:05 AM
Had not seen this breakdown posted before, so thought I would pop this in here

QuoteThe XDI-HPFP-35 was the first High Flow High Pressure Direct Injection pump to replace Bosch, Denso, Magneti Marelli and Delphi pumps. It is capable of up to 180bar / 2600psi injection pressure and up to 200 LPH flow. It flows up to 35% more when mounted on the same cam lobe.

The XDI-HPFP-60 is the bigger brother of the XDI-HPFP-35. Since it was designed based on the same flexibility criteria as the XDI-HPFP-35, it can be mounted on almost all the same engines. It is capable of up to 250bar / 3300psi injection pressure and up to 240 LPH flow. It flows up to 60% more when mounted on the same cam lobe.

Stock Fuel Pump Capacity = 1.12cc/str – 150bar for SHO, 200bar for Mustang and RS
XDI-HPFP-35 = 1.52cc/str – 200bar =35% more volume!
XDI-HPFP-60 = 1.83cc/str – 250bar = 60% more volume!

https://www.brewcityboost.com/product/hpfp-high-pressure-fuel-pump/ (https://www.brewcityboost.com/product/hpfp-high-pressure-fuel-pump/)

http://www.xtreme-di.com/product-category/fuel_systems/ (http://www.xtreme-di.com/product-category/fuel_systems/)
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