Ford's answers to the NHTSA 6.7 Investigation
There was a request for a link to Ford's answer's to the NHTSA investigation posted on a previous thread, since closed. Here is the link: Ford's NHTSA Answers to the 6.7 investigation This PDF i...
Forum Discussion
If you toss out that 'meter', the exhaust valve back to the tank (assumption)
and just have one way valves in the cylinder head...
Run the pump at full bore...full PSI, full GPH and have proper coolant/lube
for the cam cavity
Add a good accumulator that attenuates: #1 the injector shock waves, #2 the
pump output PSI variations, #3 injector draw, #4 returns excess to the fuel tank #5 to have reserve PSI/GPH during hard acceleration
where the pump hasn't spun up yet
During deceleration and EB, manage reduced fueling via injector controls, or
are they not variable and just on/off? That could still be managed via not squirting
on each cylinder stroke, but every other or some such to let the pumping losses
slow down or the EB, which is to reduce fueling even more.
This is where me being a non-diesel guy hurts...am not for sure how an EB works
and just have one way valves in the cylinder head...
Run the pump at full bore...full PSI, full GPH and have proper coolant/lube
for the cam cavity
Add a good accumulator that attenuates: #1 the injector shock waves, #2 the
pump output PSI variations, #3 injector draw, #4 returns excess to the fuel tank #5 to have reserve PSI/GPH during hard acceleration
where the pump hasn't spun up yet
During deceleration and EB, manage reduced fueling via injector controls, or
are they not variable and just on/off? That could still be managed via not squirting
on each cylinder stroke, but every other or some such to let the pumping losses
slow down or the EB, which is to reduce fueling even more.
This is where me being a non-diesel guy hurts...am not for sure how an EB works
