Dumb question of the day! What is the firing order for the PSD? And what are the positions of the pistons on each bank?:7

 

I would assume we dont have a firing order on diesel due to the lack of spark plugs, but the other question is valid.



2001 F-350 CC Lariat 4X4 LB PSD SRW, Heated leather, off road package, western snow plow, strobe lights in parking lights and backup lights, tinted windows, stull billet insert, pioneer cd player, rockford fosgate 700S amp rocking 3 JL Audio 10W0's behind back seat, husky liners front and back,Banks transcommand, Hypermax "hot rod" chip, Hypermax pryo/boost gauge and Hypermax 3.5 inch downpipe and 5 inch exhaust.

 

We'd have to have some order about how we fire the cylinders, wouldn't we? I mean, we couldn't very well fire them all at once, could we?
The firing order is 12734568 and the location of the cylinders are 1357 front to back on the right bank and 2468 front to back on the left bank.

 

Thanks, Joe. I was just curious. I guess that explains the idle knock coming from the left bank. ie. LL#8 injector.

Have not done fuel line/tank mods yet....Too busy at work. I'll post with my results.

 

[updated:LAST EDITED ON 30-Aug-02 AT 08:55 AM (EST)]You can try connecting the high pressure oil rails with a high temp/high pressure hose to help quite the #8 knock also.

 

Connecting the oil rails together does not fix the idle knock, nor does it fix cackle. It has nothing to do with those two issues.

 

LW55 -- Although it is true that a crossover hose is not the sole fix for cackle/knock, I am not sure I would go so far as saying it has nothing to do with it. Although no one (even Ford) has come up with a sure fix, I think it is a combination of items. Injector volume, fuel supply, and oil rail pressure.

In the firing order, there are double hits in each of the banks (7 & 3 on the passenger side, 6 & 8 on the driver side). On the driver side the two rear cylinders fire one after another. The stock high pressure oil supply line coming from the high pressure pump is delivered into the #4 port (on 99 to 02 model years). If you look at the pressures in the rails you will see dips and spikes depending on when the injectors are fired. As the #6 fires there is a dip and the #8 fires immediatly after creating a very low dip which can affect the #8 injection. Since the supply is coming from the #4 port, it has to cross the vacuum created by #6 injector to supply the vacuum created by #8 as it fires. This compounds the pressure problem #8 can experience.

The passenger side will see the same problem between the #7 and #3 injectors, but to a lesser degree of severity since the injectors are separated slightly further apart and the supply line delivers the line pressure to the affected cylinder.

Since the passenger side does not fire while the driver side double fires, you see a pressure spike on that side. The crossover hose will allow excess oil pressure to travel from the passenger side to the driver side to supply better pressure for the #8 injector. Side note: A beneficial side affect is that it equalizes the pressure between the rails and instead of seeing +/- 400 psi to 500 psi you will lower that to +/- 200 psi to 300 psi. Since the ICP (Injection Control Pressure sensor) is located in the driver side rail, it will have a more consistent reading.

In theory, it would be beneficial to have the driver side pressure delivered directly to the #8 injector, but in practice it is not easily done. The port over the #8 injector is positioned under the turbo and there is not enough room to properly install a 90° fitting without removing the turbo. Plus, adding a 90° fitting increases resistance in the line, which lessens flow and builds heat. It actually works out to be better on the driver side to deliver more flow to the wrong cylinder than less flow to the perfect location.

Almost universally, everyone notices quieter engine operation. What you will notice from the driver seat will be highly dependant on the matching of your injectors (Ford injectors can vary in volume from the factory. We have seen +/-15%) and the condition of your fuel and high-pressure oil systems. Some guys see a marked improvement, some a mild improvement.

The other easily attacked potential cackle fix is to see if you have air in the fuel line post fuel pump. If so, you can replace the line leading from the pick-up tube to the pump (about a foot to a foot and a half) and eliminating the quick disconnect fittings. After replacing, if you still have air in the line, you can go to the tank pick up and replace the qd fittings there as well. Again, depending on if you have this problem, some have seen mild improvement, and some a marked improvement.

Either way, these fixes are fairly cheap and very easy to install. Eliminating some of the variables may or may not fix it, but many have seen positive results.