Ford's answers to the NHTSA 6.7 Investigation

The problem with being an outsider is that we only have snippets of info and
many times a bit out of context.

That CP3 (thanks Mad Norsky) lacks the fine detail of an actual cross section
of the type am looking for.

Did note that it too has a metering valve, but need to see where it is in the
fluid flow diagram (logic diagram or sequence diagram)

As for Alu and Fe, just know that Alu is sacrificial to Fe and the lower the
resistance or impedance, the worse it is. On moving parts, it's not as bad, but
for constant/static contact, very bad and need an insulator of some sort (gasket)

The fluid also needs to have high impedance

Or plated with a neutral material

Seems the piston is also not captured to the follower and potential for the
metering valve to close and on the intake stroke, creates a vacuum to hold
the piston up and then get hammered when the follower comes back up

Since there is a geared pre-pump, need to see how that is plumbed

So much continues to tell-tale myopic designers with no systems or big picture
over view. Individual or group, just a bunch of individuals designing whatever
component/section/etc they have been told to. Worse if all was one or small group
of designers, but that then goes back to no big picture person(s).

Things like galvanic action may NOT have been turned on for their simulations
and/or during cost cutting, didn't re-simulate that portion

New thought after seeing Mad Norsky's image is that the cam cavity's lube is
even worse

There are two lobs to that single cam and that there are two cylinders on that
single cam....might there be a third lob? That would then make it even
worse yet and then how would you time an uneven number of lobed cam with
an even number of injectors????

Meaning, it would need lots and lots of fresh lube flow and they way the CP4
diagram indicates...very, very poor flow to even stagnant flow of very poor
lube property fluid

We should not be able to find and pick apart this design so easily...