Ford's answers to the NHTSA 6.7 Investigation

BenK wrote:
My summary and hope you folks will add/correct/etc

• It appears that there 'might' be some pressure wave(s) floating around down stream from the injectors, unknown if there is any effect inside the pump
• It appears to have no accumulator in the plenums, which would negate and/or reduce 'enough' any pressure waves
• Timing of the pump PSI cycling has been mentioned...I personally can not see how they could manage to time a 2 piston cyclical waves to an 8 injector cyclical waves
• The pump shaft is driven by a cogged belt and ask if they have a TDC mark or any kind of timing marks on both the drive and driven pulley
• There appears to be no other means indicating 'timing' controls
• The one way valve closure married with the piston reversing direction for the intake stroke is the most likely source of cavitation
• Possible factored by any injector pressure wave...it it is timed to the falling edge
• DLC is selectively plated and most likely only on the cam/follower area
• Possible unplated metal that has possible corrosion to create potential debris that would be loosened by cavitation events
• Organic amines are now known to weaken DLC, once thought to be inert
• How does organic amines attack DLC and the resultant condition of the DLC
• Pump shaft bearing and seal as potential sources of both H2O and debris
• Cam follower alignment, how bullet proof is that alignment...new thought, does a diesel 'back fire' to have the cam follower hiccup?

Ben, 2 lobe cam driving 2 pistons, like a harley davidson V, gives you four HPFP fuel compression strokes per rpm... and since this is a 4 stroke motor, the power cycle for all 8 cylinders takes 2 revolutions of the crank. So you get 8 pump pulses from the pump. 8 cylinders, 8 pulses, pump is driven 1:1 by gear drive on the Ford, belt drive on the Audi VW in line 4.