I've seen a few folks on here who seem to be familiar with the deadhead set up that WVO designs recommends and am looking for advice. I've got a 2003 7.3L E350 and have all the parts to do the checkvalve based conversion, but can't get to the diesel fittings on the head without a major overhaul. My mechanic told me it'd take him 5-6 hours to get in there.....has to take out all freon and remove a.c. compressor etc... If it takes him 5 hrs, it'll take me 15 hrs. But my main concern is that I've been told from Leon at WVO Designs that the check valves that you install on the head are known to fail on some vehicles due to pressure spikes and that you'll have to re-install more in a few months to a year or so if you have one of those lucky vehicles. I can't afford that timewise or money-wise, so I'm thought about check valves after the fuel filter bowl, but thats just as buried. So finally my question. Why not just install a check valve on the fuel line from the diesel tank to the fuel filter and add another solenoid (fuel selector valve) on the diesel return that is closed when the veg pump is operating and open when its not? It seems like the easiest install and the most serviceable solution, but I figure that since its not being done, I must be overlooking some basic mechanics of the fuel bowl. Either way, please let me know if this will work or not. Thanks y'all
I talked to Leon at WVO Designs and his only concern about this set-up is the ability of the fuel bowl to handle the pressure that will be created by adding the check valve behind the filter (the pressure the veg pump creates will now ultimately feed all the way back to the fuel bowl).
Does anyone have an idea on whether or not the fuel bowl can handle 70 psi, plus the pressure spikes created by the splitshot injectors?
Isn't the bowl already dealing with the pressure spikes from these injectors anyways?
Any response would be very much appreciated.