Ford Easy Fuel – No Fuel Filler Cap

Ford’s Easy Fuel system uses an integrated spring-loaded flapper door to eliminate the need for a screw on fuel filler cap.


•Easy Fue capless fuel-filler system has an integrated spring-loaded flapper door that allows customers to simply insert the fuel nozzle into the tank to fill up – no screw cap is required.
•Easy Fuel automatically seals after the fuel nozzle is removed – no waiting for customers to re-secure the cap – emitting fewer evaporative emissions into the environment.
•Easy Fuel was introduced on the 2008 Ford Explorer and Mercury Mountaineer, and will be offered as standard equipment on the all-new 2009 Ford F-150, Ford Flex and Lincoln MKS.
•Ford will migrate Easy Fuel as standard across the Ford, Lincoln and Mercury passenger vehicle lineups during the next five years.

The spring-loaded flapper door is held closed by two latches that can only be released by a standard-size unleaded fuel nozzle. When the proper nozzle is inserted into the filler neck of the system, the latches release, and the nozzle pushes the spring-loaded flapper door to the open position. When the nozzle is removed, the flapper door automatically is forced closed by the spring.


The fuel filler pipe is then completely sealed, which prevents fuel vapors from escaping and helps reduce evaporative emissions.

Every time a fuel cap is either lost or not screwed on properly hydrocarbon emissions enter the environment, with Easy Fuel, this is less of a problem.

Easy Fuel also has a patented mis-fueling inhibitor to reduce improper fueling and siphoning. The inhibitor consists of a fuel nozzle detector that guides the nozzle to the opening. If a nozzle or foreign tube of a different size – a diesel nozzle or plastic hose, for example – is placed in the filler neck of a gasoline-powered vehicle, the latches will not release. For a diesel-powered vehicle, the inhibitor will keep out the smaller gasoline nozzles.

To protect the fuel filler neck from dirt, dust and debris, Easy Fuel relies on a flexible rubber seal in the body housing. The system also comes with a handy plastic funnel, which is stored with a vehicle’s tire changing kit, in case someone runs out of fuel and needs to add a gallon or two from a portable container. The funnel is the same diameter as an unleaded fuel pump nozzle for a gasoline-powered vehicle.

Diesel Emission DEF System Operation – 2010 EPA Regulation

Diesel Exhaust Fluid (DEF), is a solution made from 67.5% purified water and 32.5 percent automotive-grade urea that serves as a carrying agent for the ammonia needed to reduce nitrogen oxide (NOx) emissions from diesel engines. When DEF is injected into the engine exhaust gas, downstream of the DPF, it will be rapidly hydrolyzed producing the oxidizing ammonia needed by the SCR catalyst to complete NOx emissions reductions. DEF begins to freeze at 12 degrees Fahrenheit (-11 degrees Celsius), manufacturers are incorporating a heating system to prevent this.

Unlike other solutions used to control NOx, a DEF system allows the diesel engine to run at its optimum range in terms of fuel mixture – some systems require the engine to run richer, which can be harmful to diesel engines, to control the NOx.

Selective Catalytic Reduction (SCR), is a general term for aftertreatment equipment which promotes a chemical reaction by using a catalyst for eliminating or detoxifying particular chemical ingredients. To meet the EPA2010 regulation, the vehicle out NOx level will be extremely close to zero (0.2 Grams per brake horsepower). By mixing the NOx with the ammonia contained in urea, it will be separated into harmless water and nitrogen. It is an extremely effective, dependable, efficient and economical selection. SCR has already been adopted in Europe and Japan for truck and mobile vehicle applications, so it only makes sense to be used as a solution for EPA 2010. Almost every U.S. diesel engine manufacturer plans to adopt SCR technology, further proving its reliability.

How it works

The first step in cleaning the diesel exhaust occurs when the exhaust stream enters the Diesel Oxidation Catalyst (DOC). The role of the DOC is twofold. First, it converts and oxidizes hydrocarbons –
at about 250 degrees Celsius – into water and carbon dioxide.
Second, the is used to provide and promote heat, using specific engine management strategies, into the exhaust system. Through appropriate thermal management, this heat increases the conversion efficiency of the downstream subsystem(s) in reducing emissions.

The second step in the process is known as Selective Catalytic Reduction (SCR). In this process, the NOx in the exhaust stream is converted into water and inert nitrogen, which is present in the atmosphere and harmless. Before the exhaust gas enters the SCR chamber, it is dosed with Exhaust Fluid (DEF), also known as urea, an aqueous solution that is approximately 67.5 percent water and 32.5 percent pure urea.
When heated, the DEF splits into ammonia and carbon dioxide. These molecules are atomized, broken up and vaporized, then enter a mixer that resembles a corkscrew. This twist mixer evenly distributes the ammonia within the exhaust flow. The ammonia enters the SCR module, which contains a catalyzed substrate, and through chemical reactions combines and converts the NOx and ammonia into the harmless inert nitrogen and water. Dosing typically occurs between 200 and 500 degrees Celsius.

The final step of the cleansing system for the diesel exhaust gas involves the Particulate Filter (DPF). DPF traps any remaining soot, which is then periodically burned away, known as regenerating, when sensors detect the trap is full. The regeneration process sees temperatures in excess of 600 degrees Celsius to burn away soot.