The hoses are fixed with clamps. The tank cap is sealed. On each side, in the upper part of the tank, fittings extend from it, on which thin plastic tank ventilation tubes are put on. They are connected to a separator, which, in turn, communicates with the atmosphere through a tube that exits near the filler neck. On vehicles with an emission control system, the separator is connected by hoses and pipes to an adsorber in the engine compartment. The design and operation of this system are described in the section Injection engine power system.
A fuel receiver with a fuel level sensor is attached to the top of the fuel tank on six studs through a rubber gasket. Fuel is taken from the tank under the action of vacuum created by the fuel pump. A strainer at the end of the fuel inlet tube of the tank is used to pre-filter the fuel.
From the tank, fuel enters through a rubber hose into a pipeline leading to the engine compartment, and then through a rubber hose to a fine filter. Filter - with a paper filter element, non-separable design. An arrow is marked on its body, which must coincide with the direction of fuel movement (forward).
After the filter, the fuel enters the fuel pump and then to the carburetor (these nodes are also interconnected by rubber hoses). Excess fuel from the carburetor (the pump is designed for its excess flow) merge through the hoses, the fuel line and the drain pipe of the fuel receiver with the fuel level sensor back into the tank. Fuel circulation prevents the formation of vapor locks in the power system. A check valve is installed in the section of the drain hose in the engine compartment, which allows fuel to flow in only one direction. All hoses of the power system are fixed on fittings and tubes with clamps.
The fuel pump is a diaphragm type, mechanically driven by an eccentric pusher of the oil pump drive shaft and an ignition distributor, with a manual pumping lever. The pump consists of a lower housing with drive levers, an upper housing with valves and fittings, a diaphragm assembly and a cover. The diaphragm assembly is installed between the upper and lower housings.
Two diaphragms are installed on top (workers), bottom - one (safety): it prevents gasoline from entering the crankcase when the working diaphragms break. In this case, the leaked gasoline is discharged through the holes in the outer distance spacer located between the safety and working diaphragms.
Diaphragms with inner spacer and cymbals (from the outside) are assembled on the stem and fastened with a nut. The rod with a T-shaped shank is inserted into the window of the balancer. A spring is installed between the diaphragm assembly and the lower housing. The upper body is closed with a lid fixed with a bolt. Under it is a mesh fuel filter.
The pump is attached to the engine on two studs through a heat-insulating spacer, sealed on both sides with cardboard gaskets. Gaskets are available in thicknesses of 0.30±0.03, 0.75±0.05 and 1.20±0.10 mm. When installing the pump, a 0.30 mm gasket is installed between the heat-insulating spacer and the engine, and on the outer side of the spacer (towards the fuel pump) - gasket 0.75 mm and check the minimum protrusion of the pusher from the spacer, which should be 0.8–1.3 mm. To do this, slowly turn the engine crankshaft, pressing the pusher with your finger and periodically controlling its protrusion above the gasket plane. If the minimum protrusion is less than specified, the outer lining is replaced with a thinner one, if more - with a thicker one.
The air filter is dry, with a replaceable paper filter element. The filter housing is connected to the carburetor flange through a rubber gasket. It is put on four carburetor studs and pressed with self-locking nuts through a steel plate. To limit the tightening of the nuts, steel spacers are put on the studs.
Cold air can enter the air filter housing (through a plastic intake fixed on the filter housing), hot (through a corrugated hose connected to a steel pipe on the exhaust manifold) or mixed. Switching flows - manually, by turning the flag of the thermostatic damper attached to the air filter housing. At an average ambient temperature above 15°C, cold air should be supplied, below 0°C - hot, in the range of 0–15°C - mixed (damper in middle position).