Not going into depth on how this or is not a major issue, etc.
Any ideas on how this system could be optimized and safeguarded better than it currently is ?

Here are my ideas so far.

1. post HPFP filter, either media or magnetic.

2. tune to run lower pump pressures / possible bigger injectors to flow more with less PSI.

3. way better fuel filter, higher flow rate so water is less inclined to flow through.



It seems like these fuel systems are here to stay with many diesel vehicles, so finding some ideas to instill reliability would be awesome

 

And what about a series "heat fuse" installed through the exhaust manifold from each cylinder, so if EGT's from any cylinder pass a point, the fuse melts, and the engine shuts off, then you just test each fuse to determine which cylinder failed.

With this, devastating failures could be really hard to have.


By implementing all these changes, we elimnate:

1. Melt down from stuck injectors
2. Complete fuel system replacement
3. Accidental EGT related failure


With those disasters averted, and the emission stuff gone, these trucks would be amazingly better.

 

Norman Filter Company - High Pressure Inline Filter 30,000 psi

30,000 PSI fuel filters
3, 10 & 25 micron absolute

4:1 safety factor.

• Housing Materials: 17-4 ph stainless steel.
• Flow rates: 0-5.5 gpm @ 100 psi ΔΡ
• Pressures: 30,000 maximum operating with 4:1
safety factor.
• Temperatures: -65º to 350º F
• Port Sizes: 1/4” & 3/8" high pressure fitting




You'd also need 2 ports to test the before and after filter pressure to determine if it is clogged. Still, looks promising.

 

Parkland .... great find! This could turn a $12K expense into $1500. Any idea on price? Now we just need someone to test it ......... I'm thinking darren32

 

Moved to the 6.7L Powerstroke Diesel forum.

 

HMMMMMM........direct injection, sufficient pressure needed to overcome high compression in a diesel......nah, never happen.

 

Bud Light! Here We Go!

 

There are lots of different compressor options other than cam and piston. Scroll or screw types have less moving parts and wear surfaces. The specific issue with the current system on the 6.7 is the metal fragments produced by wear. It would be easy to improve the filter at the tank, change the pump to one that does not have such a large wear surface. A scroll compressor does not really have any metal parts that rub each other. Might be hard to design one for this application but the principle is simple enough.

 

Here we go..........................

 

Round 7. Ding ding ding.

 

It's only round 7? How many more before its a TKO?

 

Sorry fellas. This was originally posted in the Super Duty forum and I moved it here since this is where the concentration of the HPFP concerns lie.

No sense polluting the Super Duty forum with a misplaced thread. Best to keep the conversations on this confined to the pertinent areas of FTE.

 

Only way to fix the water issue in the HPFP is to change it's way of being lubricated. It needs to be an oil based lubrication.

Or...run outside the motor via electrical. With it's own lubricating system. It cannot depend upon water for lubrication.

 

I don't see any way for a electric pump to generate that kind of pressure. Ford seems to do ok at it but most other OEMs just recently figured out how to make an electric pump reliable at 50psi.

 

I'm still researching, but there may be a super high pressure oil/ bladder/ fuel pump that might work for this, just run oil in the HPFP, and using bladders and a few valves, creates the intended pressure of diesel. Basically, there are 2 bladders, and while 1 is being pressurised, and expelling fuel on the other side of the blader, the other one is re-filling with low pressure diesel. The cycle overlaps so there is no surge or dead spots.



However, a high pressure filter system for me, would be the simple answer. I can handle a 2000$ repair a lot better than 15,000$

Lowering the pressure will also decrease wear.