Ok folks, i put all of this info on the obs chat for some guys i have been helping out, i figured it might serve a purpose over here. i also have flow schematics from IH for the 1st and 2nd get 7.3
Some people are using 6.0 pumps and i have info on that as well, the charts for that are taken form the CF international. It uses the same pump, just a V6
I have a several year old version of dieselsite's CPR setup, now too expensive to be practical, i've put together some one off systems for some other guys using mine as the template, especially for wiring
Hope this will give someone some use...
I reposted my original pics and edited them as well as added a few more, cheers
Ok see if this helps some...
This is key on power to the OPS, red wire spliced to red/green… ignore the yellow wire, part of the alarm
Shot of the relay and inertia switch
This is the power feed to the relay
20 amp inline fuse for pump feed
This is the fuel lines coming and going to the engine
This is where the return and supply connect to the selector.
Garrett I hope this image wasn’t copyrighted
I noted the supply and return
This wire goes to the oil pressure switch from the starter solenoid.
This is how mine flows in and out of the regulator
Oil pressure switch and connectoins
This is a pretty crude schematic, but it works…
If you have to inquire about the application of these, then I have bad news
Here is the schematic and info from the 94s through e99s to 03s
The diaphragm stage of the tandem lift pump draws fuel from the tank through a fuel strainer located on the fuel filter housing. Fuel is then delivered to the fuel filter under low pressure of less than 67 kPa (10 psi). Air that is trapped in the filter is vented back to the tank through an opening (or hole) in the regulator block mounted on the filter housing. This opening is protected from plugging by a wire mesh screen located inside the filter housing.
On some engines, the base of the filter housing contains an electric heating element that is used to warm fuel. Heating helps prevent the fuel from waxing during cold weather. Also located in the base of the housing is a sensor to detect the presence of water in the fuel (optional). When sufficient water has collected in the bottom of the filter, the sensor will illuminate a "water in fuel" lamp located on the instrument panel.
Fuel in the filter housing passes through the filter element to a standpipe in the center of the filter assembly. Clean fuel then passes to the inlet side of the piston stage located on the tandem pump.
The piston stage of the tandem pump raises fuel pressure to ensure proper filling of the fuel injectors. Fuel from this stage is delivered to one end of each cylinder head. These lines supply fuel to a gallery drilled in each cylinder head.
On engines with Serial Number 460194 and lower: Return fuel from the two galleries is routed through hoses of a special rubber compound from the front of each cylinder head to the pressure regulator valve on the side of the filter housing. These hoses provide flexibility in the fuel system by absorbing and smoothing pressure pulses from the piston stage of the pump .
On engines with Serial Number 460195 and up: These engines are equipped with the split shot fuel injectors. A fuel inlet check valve is used in each cylinder head. The inlet check valve dampens the pulses in the fuel rail in the cylinder head. There are no return lines from the galleries on this system .
The pressure regulator contains a spring loaded valve to control pressure in the fuel galleries. Return fuel flows through the regulator and is routed back to the fuel tank(s), however, no fuel is returned to the fuel tank(s) from the cylinder heads with split shot fuel system flow.
Info for the 6.0 fuel pump... from IH's VT275
The fuel pump in the HFCM draws fuel through a fuel line from the fuel tank. The HFCM heats, filters, and pressurizes the fuel. Conditioned fuel flows from the HFCM through the supply line to the secondary fuel filter assembly.
The secondary fuel filter assembly conditions fuel, maintains system pressure, and deaerates fuel. Fuel flows through each fuel line and a banjo bolt connecting the fuel line to the cylinder head. Fuel flows through drilled passages in each cylinder head to the fuel injectors. When the fuel injectors are activated, fuel flows into four inlets in each injector. Fuel does not return to the fuel supply system; this is a deadhead fuel system.
The fuel pump draws fuel from the fuel tank, past the fuel heater and through a 10 micron filter. A pressure regulator, controls fuel to the suction side of the fuel pump. The fuel heater is activated at 10 °C (50 °F) and shuts off at 27 °C (80 °F).
A 10 micron filter separates particles and a water separator eliminates water from the fuel drawn into the pump. If large amounts of water are separated, a Water In Fuel (WIF) sensor will send a signal to the Electronic Control Module (ECM) to illuminate the amber WATER IN FUEL lamp. Conditioned fuel is pumped to the secondary fuel filter assembly.
A DTRM recirculates fuel returned from the secondary fuel filter assembly back to the unfiltered side of the filter or back to the fuel tank. Depending on returning fuel temperature the DTRM diverts return fuel flow to the fuel tanks or back through the HFCM and back to the secondary fuel filter. Above 27 °C (80 °F) all fuel goes back to the fuel tank. Below 10 °C (50 °F) all fuel goes through the HFCM and back to the secondary fuel filter. Between 10 °C (50 °F) and 27 °C (80 °F) fuel will flow both directions through the HFCM to the secondary filter and back to the fuel tank.
OK--- thought i would share all of this, any questions... ask away.