Ford's answers to the NHTSA 6.7 Investigation

stsmark wrote:

During acceleration, the VCV and PCV are commanded to meet the driver’s demand (accelerator pedal input/engine
load). The PCM’s commands to the VCV and PCV are based upon: FRT, ECT, EOT, ATT, engine load, and regeneration
state.
On deceleration, the VCV is closed and the PCV is opening to max position to reduce fuel pressure. When RPM is
approaching the desired idle speed, the VCV begins to open to prepare for injector usage.
During regeneration, the left side injectors perform post injection. The right side injectors do not provide fuel for
regeneration because right side cylinders supply exhaust gas to the EGR valve and EGR cooler.
Under certain conditions, like battery disconnect and fuel system reset, the fuel system operates in Adaptive PCV (APCV)
mode on the first start. In the APVC mode, the PCM is learning the duty cycle needed for the PCV to achieve the desired
fuel pressure.

I have always wondered if the Volume Control Valve has been a piece of the puzzle. Also don't forget that these engines can be spinning 3500- 4000 rpm in Engine Brake mode with the VCV closed on a good downhill while towing.

To answer a few on going questions,
The HPFP is gear timed to injection events for pressure stability.
There is an area in the left fuel rail which acts as a damper for pulses. Left rail feeds the right rail.
The inlet fuel pressure is regulated to 100 psi from the DFCM pump.

From day one I felt the corrosion shown in some pictures of the fuel system parts was caused by the acids in Bio firing off the mild steel of the fasteners etc. I wonder if some of the deposits in the rails shown by Ford are actually the lacquer discussed in some of the papers and not corrosion.

I would love to see pictures of Ricatic's pump carnage, I imagine he has something which is keeping him from posting them.

As far as counting the odds, imagine what the odds are on a husband and wife both being diagnosed with MS 12 years apart. A virtual Father of Modern Neurology at the Mayo in Rochester guessed in the billions, but it is my reality. Pardon me if I hesitate to gamble.

I really have had my truck be trouble free and like it alot, but a 10-15k hit means no meds for a while at 1208.00 a month, not pretty. The fact that the failures are so rare is even more frustrating as to why Ford won't belly up to the bar.

This is the Achilles heel for these trucks.

Mark

Thanks for the info.

highlighted points for ben etc. which feeds into his pump fluid dynamics / cavitation stuff.

I am waiting on raleigh to help us with some sensor / software issues and hence will not comment on the adaptive routine -- which is an issue I am pursuing.

Would be real helpful if some pairs of eyes look at pics of the "corrosion" used b Ford and compare with the corrosion of steel by biodiesel metabolites I posted.


A note about odds:

The chance of a Ford catching fire from the improperly designed cruise control deactivation switch is well below the rate for HPFP failures.

Ford recalled all 14 million of them...

If your neighbor becomes unemployed, it is "just a small chance", and 97% of the work force remains employed.

If you become unemployed, it is the Great Depression.