I'm pretty sure that there is no ferrous metal in the fuel systems Don, especially in the Flex Fuel capable model years.

But there is plenty of ferrous metal in the supply chain including the tanks at the gas station. Newer in ground tanks are required to be either painted internally with corrosion resistant paint, or a ceramic coating. Older tanks are still unlined and they are being slowly eaten away from inside.

There is always moisture in storage tanks, pulled from the atmosphere and leaked through external fills. E-10 just exacerbates the problem by pulling in more water, so your chances of getting contamination go up.

The best way to avoid adding unwanted gunk is to patronize busy stations with high volume and never ever fill up when the station is restocked, that's when the contamination in the tanks is stirred up.

 

At least in VA and I thought it was Federal EPA, all underground tanks were replaced sometime around 1998 with the fiberglass tanks.

Still does not 'splain rust in the fuel rail.

 

E-10 (P4 gas)..

 

The EPA Title 40 regulations were changed in before the proposed implementation of the requirement that all underground storage tanks be made of fiberglass. Mainly the proposed regulation was quashed due to the expense of replacing tanks which already had acceptable corrosion protection in place. And the gas industry screamed bloody murder over the costs.

Here's the current Title 40 section dealing with underground storage tanks(UST's)....

"§ 280.21 Upgrading of existing UST systems.

(a) Alternatives allowed. Not later than December 22, 1998, all existing UST systems must comply with one of the following requirements:

(1) New UST system performance standards under § 280.20;

(2) The upgrading requirements in paragraphs (b) through (d) of this section; or

(3) Closure requirements under subpart G of this part, including applicable requirements for corrective action under subpart F.

(b) Tank upgrading requirements. Steel tanks must be upgraded to meet one of the following requirements in accordance with a code of practice developed by a nationally recognized association or independent testing laboratory:

(1) Interior lining. A tank may be upgraded by internal lining if:

(i) The lining is installed in accordance with the requirements of § 280.33, and

(ii) Within 10 years after lining, and every 5 years thereafter, the lined tank is internally inspected and found to be structurally sound with the lining still performing in accordance with original design specifications.

(2) Cathodic protection. A tank may be upgraded by cathodic protection if the cathodic protection system meets the requirements of § 280.20(a)(2) (ii), (iii), and (iv) and the integrity of the tank is ensured using one of the following methods:

(i) The tank is internally inspected and assessed to ensure that the tank is structurally sound and free of corrosion holes prior to installing the cathodic protection system; or

(ii) The tank has been installed for less than 10 years and is monitored monthly for releases in accordance with § 280.43 (d) through (h); or

(iii) The tank has been installed for less than 10 years and is assessed for corrosion holes by conducting two (2) tightness tests that meet the requirements of § 280.43(c). The first tightness test must be conducted prior to installing the cathodic protection system. The second tightness test must be conducted between three (3) and six (6) months following the first operation of the cathodic protection system; or

(iv) The tank is assessed for corrosion holes by a method that is determined by the implementing agency to prevent releases in a manner that is no less protective of human health and the environment than paragraphs (b)(2) (i) through (iii) of this section.

(3) Internal lining combined with cathodic protection. A tank may be upgraded by both internal lining and cathodic protection if:

(i) The lining is installed in accordance with the requirements of § 280.33; and

(ii) The cathodic protection system meets the requirements of § 280.20(a)(2) (ii), (iii), and (iv)."

So there are still steel tanks in service Don, and even with regular inspections, some slip through the cracks and there is a chance your next fill up will include some rusty water.

 

Perhaps let me explain better what I was confronted with since I didn't get any pictures of the rail apart.

The outside of the unit looked as excepted, quite clean and shiny, with areas that were brazed (Schrader, end caps, etc) showing a dull hue not shiny like the parent metal but nothing odd.

The inside is where it gets dirty. On the inside of the rail (again, where items are brazed) corrosion is/was forming on the BRAZED AREAS ONLY. Where the schrader is brazed, on the inside there is corrosion all over the brazed area. It was a brown, rust colored corrosion that appeared like rust and could be scraped with a small screw driver through the injector bung and it fell off somewhat powdery when dry and clumpy while wet. Put some on your fingers and rub them together, you can see particulate.

However, there was no (that I could see anyway) floating debris inside the rail but surely there must have been to take out two injectors. If I shined a flashlight into the #1 hole and look as hard as I could sideways into it, you could catch some of the same corrosion on the brazed area of the end cap as well. Although I couldn't see it, I am sure there was some on the dampener chamber on the feed side.

The more I think about it the more three certain factors keep coming back to me:

1: This is a return-less system so fuel isn't circulated around and around again leaving fuel in contact with the lines and rail for a greater amount of time
2: E10 - need I say more?
3: Driving style, it isn't unusual to have a tank of fuel in the vehicle for sometimes longer then 2 weeks at a time.

I think the above three factors are what's truly to blame here. I am having a hard time buying into the fact that poor storage tanks were the main culprit.

I own 3 other vehicles; all of which fuel up at generally the same places. Two are return systems and the last is return-less also. On the two return-system cars, I've had the fuel rails and systems apart probably dozens of times and have never seen any issue internally. The last vehicle is too new, I haven't had it apart for anything as of yet.

Lastly, I can say that the issue is resolved. I drove the HHR pretty hard all weekend and it ran fantastic.

I swear though I read a TSB or something of the sort for 06-08 HHRs with rail corrosion problems either on here or elsewhere online. I'll try and find it.

 

It was this one, although the circumstances were slightly different:

#PIP3333A: Cylinder Miss On Left Turns And Cylinder 4 Miss On Right Turns - Possible Fuel Contamination - keywords CEL contaminated controls cylinders gas injector intermittent MIL misfire P0300 P0301 rail rust - (Jul 12, 2007)


Subject: Cylinder 1 Miss on Left Turns and Cylinder 4 Miss on Right Turns - Possible Fuel Contamination


Models: 2004-2008 Chevrolet Aveo

2004-2006 Chevrolet Cavalier

2005-2008 Chevrolet Cobalt, Cobalt SS

2006-2008 Chevrolet HHR

2004-2008 Chevrolet Malibu

2007-2008 Pontiac G5

2006-2008 Pontiac G6

2005-2006 Pontiac Pursuit (Canada Only)

2004-2006 Pontiac Sunfire

2003-2008 Pontiac Vibe, Vibe GT

2003-2008 Saturn Ion, Ion Redline

2007-2008 Saturn Aura, Aura Hybrid

2004-2008 Saturn Vue

2007-2008 Saturn Vue Hybrid

with a 4 Cylinder Engine

(RPOs L61, L91, LAT, LE5, LNK, LSJ, LV6, or LXT)
--------------------------------------------------------------------------------

This PI was superseded to update models. Please discard PIP3333.


--------------------------------------------------------------------------------

The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.

Condition/Concern:
On rare occasions, an intermittent engine misfire may be experienced on cylinder 1 during/following a left turn or on cylinder 4 during/following a right turn. The misfire may / will typically last up to 10 seconds. A SES light and DTCs P0300, P0301, and/or P0304 may also be present if the misfire lasts long enough.

This may be the result of fuel contamination and is more likely to occur on vehicles with a returnless fuel rail because it is easier for fuel contaminates to become trapped in a returnless fuel rail since they do not have a fuel return line that returns fuel back to the fuel tank. As a result, any fuel contaminates that make it to the fuel rail tend to gather over the #1 fuel injector inlet when turning left and tend to gather over the #4 fuel injector inlet when turning right, causing this concern. The cylinder next to the fuel feed line (1 or 4 depending on the model) may also experience some random misfires at idle as contaminates enter the fuel rail from the fuel tank.

Recommendation/Instructions:
If the SI diagnostics do not isolate a cause for this concern, inspect the inside of the fuel rail and/or fuel tank for fuel contamination. If this concern occurs intermittently, it is unlikely that fuel contamination will be found by simply taking a fuel sample from the fuel feed line/fuel pressure test port. Typically, it will be necessary to turn the engine off as the misfire is occurring, carefully remove the fuel rail (while keeping the fuel in the rail), and drain it into a clear container for inspection. If this is not possible due to the intermittent nature of the concern, or if no fuel contamination is found by doing this, it may be necessary to inspect the inside of the fuel tank for fuel contamination.

Notice: The Aveo and Vibe have an access cover under the rear seat so the fuel pump module can be removed for inspection without removing the fuel tank.

If fuel contamination is present, refer to the "Fuel System Cleaning" procedure in SI and clean the inside of the fuel tank, fuel lines, and fuel rail. Once the repairs are complete, advise the customer to only use fuel from high quality, high volume Top Tier filling stations. Repairs made as a result of fuel contamination should not be considered as a warranty repair.
__________________

 

Excellent find on the TSB, I'll keep this in mind if the problem you had ever crops up in the three of mine that do sit for extended periods.

I can see where stagnation and contaminant deposition would occur in the "dead end" of the fuel rail.

I commend you for your patient and logical diagnosis.

 

Thanks, you know how it is - either do it right or not at all!

 

Might even be an argument FOR using gas treatments.