Check Valves ? Or No ?
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From: Carnation
The FRx does mean that fuel is constantly flowing, so it is not getting heated as much from sitting in the galleries in the heads. This can be a benefit maybe in the summer, perhaps could create less power in really cold climates. I don't know if the heat subject has any significance at all, just throwing it out there.
On the oil side, injectors operating at higher rpms do create pulsations in the oil galleries, especially if the injectors are higher volume. Higher capacity HPOP's tend to solve that problem. It would be interesting for an engineer or tech to chime in on this side of the issue. I think our trucks when modified can be more limited by lack of consistent high pressure oil at higher power levels than by lack of fuel.
Larry
On the oil side, injectors operating at higher rpms do create pulsations in the oil galleries, especially if the injectors are higher volume. Higher capacity HPOP's tend to solve that problem. It would be interesting for an engineer or tech to chime in on this side of the issue. I think our trucks when modified can be more limited by lack of consistent high pressure oil at higher power levels than by lack of fuel.
Larry
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From: Carnation
The CVD fittings are meant to remove restriction in the fuel "supply" side of the head. The FRx is a means for the removal of entrained air, inside the fuel rail, by providing an "escape route" back to fuel return line at the machined block through a tiny orifice. The FRx also allows for increase in fuel pressure which also overcomes any pressure drop due to the addition of the orifice and to increase fuel volume to the injectors. So, actually, each of these mods serve a different purpose.
I removed the all the stock fuel plumbing and went with a DIY regulated return set up and fuel bowl delete. There are no check valves in the heads. The stock fittings were replaced with JIC-NPT fittings to accommodate the new larger lines. There were no issues with their removal. It's all good.
I removed the all the stock fuel plumbing and went with a DIY regulated return set up and fuel bowl delete. There are no check valves in the heads. The stock fittings were replaced with JIC-NPT fittings to accommodate the new larger lines. There were no issues with their removal. It's all good.
Okay that clears it up. I was asking the wrong questions, but you got me squared away now. The FRx and the CVD are two different mods that accomplish two different things. The FRx removes air, the CVD increases flow. Either one or both, help the injectors work more efficiently. Thanks Mueckster I appreciate your information, makes sense now. I only have a rudimentary understanding of how the HEUI system works. My injectors and HPOP are stock, so I don't know if these mods will make much difference. Did you notice any significant improvements from your DIY regulated fuel return set-up ?
Lead Driver
Joined: Jun 2003
Posts: 8,298
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From: Damon (South East Texas)
Okay that clears it up. I was asking the wrong questions, but you got me squared away now. The FRx and the CVD are two different mods that accomplish two different things. The FRx removes air, the CVD increases flow. Either one or both, help the injectors work more efficiently. Thanks Mueckster I appreciate your information, makes sense now. I only have a rudimentary understanding of how the HEUI system works. My injectors and HPOP are stock, so I don't know if these mods will make much difference. Did you notice any significant improvements from your DIY regulated fuel return set-up ?
2nd Gear
Joined: Jul 2024
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HPOP check valves
Some of the "updated" HPOP's like T500 and Adrenaline come with the non-check valve fittings. The non-check valve fittings provide the same end result as a HPx line, but without the additional line.
Y2KW57 mentioned the concerns about colder climates, but Tugly (Rich) quickly mentioned his experiences with them have been good.
FTE members have been running the non-check valve fittings for years without problems. I just installed the non-check valve HPOP fittings yesterday and feel that there were no ill effects to the fittings. I replaced the lines and fittings on the heads and HPOP itself as a preventive maintenance task. I want to say that the truck starts .5-1 second later than it did, but there may still be some air in the system.
I also want to say it is quieter at idle and at running speed when the RPM is about 1500-1800, but that may just be my brain telling me good job...
Y2KW57 mentioned the concerns about colder climates, but Tugly (Rich) quickly mentioned his experiences with them have been good.
FTE members have been running the non-check valve fittings for years without problems. I just installed the non-check valve HPOP fittings yesterday and feel that there were no ill effects to the fittings. I replaced the lines and fittings on the heads and HPOP itself as a preventive maintenance task. I want to say that the truck starts .5-1 second later than it did, but there may still be some air in the system.
I also want to say it is quieter at idle and at running speed when the RPM is about 1500-1800, but that may just be my brain telling me good job...
The HPOP check valves are there simply to keep the oil in the HPOP from draining when the HPOP lines are changed. The quick disconnect fitting is a proprietary Ford OEM fitting which Diesel site, CNCFab, T-500, etc do not have access to. As such they use readily available hydrologic fittings and tell us that the check valve is not required. OEM HPOP lines cost more but the replacement is much quicker using the proper spanner. And you don't risk stripping the threads of the aluminum HPOP housing. Been there and done that with a DieselSite adrenaline.
Lead Driver
Joined: Jun 2004
Posts: 6,340
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From: Amarillo, TEXAS!
The stock fittings are almost certainly Eaton STC (snap-to-connect) fittings, but they are made in a size only Navistar/Ford seem to use. I think I remember them being -5 size. Maybe there's an agreement not to sell them to other manufacturers or to make them available to distributors.
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