The 3.0L Hurricane engine uses a secondary shaft, driven by the crankshaft through a chain, to drive the dual high-pressure fuel pumps (HPFPs).
With the system type set to “Standard – Synchronized,” the synchronization is tied to camshaft phasing. Because the engine uses VVT does this create a potential synchronization issue with the HPFP TDC position?
Specifically, when the camshaft is repositioned by the VVT system, is the HPFP TDC reference also required to offset with the VVT move, or does the “Standard – Synchronized” strategy assume a fixed relationship between cam position and “First lobe TDC angle offset” position?
Do you know the gear-ratio between the crankshaft and that secondary shaft?
If the gear-ratio is exactly 2:1 (i.e. the shaft turns at half crankshaft speed), it can be treated as a fixed camshaft that DOES NOT move by VVT.
Additional question, what is the Lobes Count?
If the gear ratio is not straightforward: we also support the BMW S55 system, where the pumps are driven by a chain that runs about 20% faster than camshaft speed. BMW S55 uses a dedicated position sensor for the HPFP drive shaft.
If you use crankshaft as a reference - you can set “Reference camshaft” to “Fixed”.
The engine uses 2 HPFP’s each with 10mm bores. The OEM pump shaft has 0.158" of lift measured at the lobe. The pump shaft provides no feedback or positioning data via sensors.
The pump shaft has 3 lobes per pump and is driven at 2:1 crank-to-pump shaft. Three lobes per 720 degrees.
With piston 1 at TDC, pump 1 TDC is offset 25 degrees. Pump 2’s lobes are offset 120 degrees to pump 1. I put together an image showing the events as measured below.
So based on what you’ve said the correct option here is to leave it set to “Standard – Synchronized” and set both pumps to ‘Fixed’ for the reference camshaft due to the 2:1 ratio.
