I don't know that last one WWDiesel. I DO know that it is for sure 30MM, and that a 1 3/16" standard will work.
I finally got my photobucket acct to upload!!
Now On to correcting my flub.
Once I got the end cap dissected, I realized my mistake. I was explaining the function based on the following diagram in the FSM, and from their description of operation. What they show may have been the case in years past, but the design in this pressure servo is significantly different.
The most glaring difference is, THERE IS NO BALL!!! The tapered seat is there as shown, but no ball.
The second mistake I made is in regards to this next picture.
that pintle is not a moving part, and the bell shaped thingy is not a limiter. This is where that diagram
is correct. There is super fine drilled passage from the center of the tapered seat through the center of the pintle to the area covered by this bell thingy. The bell thingy is, well I'm not yet sure why it's there, but when I blew through the hole, the water drop i put in the seat came out from inside the bell. The hole is probably smaller than the smallest sewing needle I've ever seen. What the bell thingy would do, and why, I don't know, but it would cause the high pressure fuel to change direction through two 180 degree U turns before going through the drilled center of the pintle, and opening the valve. It is also crimped onto that shaft so tight, everything I've found small enough to fit behind it isn't strong enough to move it.
Here is the tip assembly removed by cutting around the crimp shell
This image is of the v-cup seat and the tiny tiny hole drilled in the center that the high pressure fuel comes through to push the valve off the seat, and escape under low pressure back to the tank.
And one more with a bit of angle to confirm why it failed. (well 50% of why it failed)
I'm gonna skip ahead for just a bit.
The question: If there's no ball to seal to the valve seat, what does?
The answer: Well that's this little bastage right here.
It's the tapered point of a rod that goes all the way through the discharge fuel chamber, back into the electromagnet area.
I tried to show here how the tip of this is eroded both on the outside diameter, and the center of the tip where the fuel come through center the V-seat.
This might show it better.
Now that I've shown you how I was wrong, here is what I believe the evidence is showing me.
I will assume that y'all know about waterjet cutting. 30k+psi water with a bit of garnet or some other abrasive powder can cut right through hard steel with ease.
This valve isn't an on/off thing or an occasional safety valve use. It's constantly in motion as well as the FQS, each having many hundreds of adjustments per second to achieve and maintain the precise pressure the ECM calls for.
Basically, it's steel-on-steel chattering for 147K miles in this case.
Now about the hydra cutting thing. Normal operation, I would guess this thing has a tiny jet of fuel at 10-25ish K psi depending on if you have a tune, etc.
This jet is spraying directly on the center of the point of the tapered valve needle. This fuel is pretty well loaded with abrasive particles of 5-15 microns. Not nearly as intense as the water cutters, but it's accomplishing the same thing just much more slowly. If you look at the picture of the needle tip you can see a perfect half round erosion from where the diesel jet hits it.
After hitting the center of the needle, as the fuel pushes the needle away from the seat the fuel / abrasive compound shoots to the sides, and around the outer edge of the needle, passing between both the surface of the valve, and the v-seat, which causes them to also erode on the edges of the valve needle. and the seat exactly where it contacts.
(the camera couldn't show this, but under a jewelers loupe you can see that over time, both the seat and the needle corner are abraded away. This requires the needle to proceed further and further into the V-Seat in order to do it's job.
The further into the V it travels, the smaller the effective area the fuel has to push the needle back, requiring higher and higher pressure.
Now it's gotten to the point that the FQS can't compensate. If it tries to shut back any more, there won't be enough fuel to keep the cp3 pump cooled and lubed.
I know it's taken nearly 150K miles for this to fail but I believe that If it had a decent fuel filtration system as some have applied to their own CRD's that this would not have failed yet.
It's perfectly good evidence to support a better fuel filter mod.
And I think a plug here for Marvel Mystery Oil or some other form of fuel lubrication enhancement would also be in order.
[Random edit] I think my bro just got a cat. I was sitting here tying this up and taking pics, had the shop door open. Some cat just wandered through the door, starting meowing and roaming about the shop. Next thing I knew it jumped onto my lap, then my shoulder, and camped there for about 15 minutes. No collar, nothing. never seen it before.