I just chatted with one of our technicians, he was telling me about the local BG rep telling him about the HPFP failures on the 6.7L diesel. Apparently, the local BG reps just had a conference where the issue was discussed. BG will be marketing a product specifically for this issue. I got a sample of additives to try as the BG rep knows I track every tank (mpg) with an app on my phone.
I'm testing the 244 diesel injector cleaner then some additives that are supposed to add lubricity to the fuel. The BG rep told our technician that Ford locally (Western Canada) is being very sticky with any HPFP failures. If any are brought in, a regional rep from Ford has to inspect the failed part before warranty will be authorized, and there is one current tale of woe sitting in the shop. Failed HPFP, a claim of a small amount of rust in the pump, warranty denied, $14,000 repair bill.
The BG rep says the Ford dealer will be selling a case of BG additive with every oil change (included in the price) that will be suggested to be used in every tank. The BG additive is "DFC".
I'm not a big user of fuel additives, but since this was all given to me, I will use each as directed and report back to the BG rep and you guys.
2010 Cougar 322QBS 5er
2007 Dodge 3500 SRW Megacab, 4x4, 5.9L Cummins, 3.73, 48RE auto HYPERTECH MAX ENERGY or DIABLO PREDATOR tuning MBRP 4" Turbo back Scangauge2 for Boost, Coolant temp, Rail press & Trans Temp
Torklift Stable Loads
Good info and now sets the stage for positioning...
#1, what about those who bought & used their 6.7's way before this new additive?
#2, what is in that additive?
#3, do they think they have reset the clock on the 6.7 or the HPFP?
#4, is this stuff backwards compatible with the dual DLC coatings?
#5, They need to explain why "small amount of rust" is the basis for warranty denial?
#5a Then they need to define what 'small amount of rust' means, as to some on
this forum...I'd guess scales falling off the base material...to some who would
say discoloration meets that vague and ambiguous definition
#6 IF this does solve it, then they nailed the root cause and must
'out' that information, but if telling on their 'bad' positioning...it
will take a class action or a regulatory agency to force them to out it
#7 Anyone know if the NHTSA know about this? They should not add it
to their investigation and reference the above bullets
Ford/Bosch/etc needs to keep their eye on the big picture ball, as these band aides
all stack up and they better all line up in their direction.
Helter-skelter band aides just confirm their cluelessness in what the root cause(s) is (are)
-Ben Picture of my rig
1996 GMC SLT Suburban 3/4 ton K3500/7.4L/4:1/+150Kmiles orig owner...
1980 Chevy Silverado C10/long bed/"BUILT" 5.7L/3:73/1 ton helper springs/+329Kmiles, bought it from dad...
1998 Mazda B2500 (1/2 ton) pickup, 2nd owner...
Praise Dyno Brake equiped and all have "nose bleed" braking!
Previous trucks/offroaders: 40's Jeep restored in mid 60's / 69 DuneBuggy (approx +1K lb: VW pan/200hpCorvair: eng, cam, dual carb'w velocity stacks'n 18" runners, 4spd transaxle) made myself from ground up / 1970 Toyota FJ40 / 1973 K5 Blazer (2dr Tahoe, 1 ton axles front/rear, +255K miles when sold it)...
Sold the boat (looking for another): Trophy with twin 150's...
51 cylinders in household, what's yours?...
Wonder if any e-mail's going around between Bosch and Navstar
I'm certain if I owned a new stinger I'd be using the additive.
Good grief $14k for a fuel system. Might be cheaper to just replace the entire engine.
Yup, I would be dropping a Cummins in that bad boy.......The guy at my work is doing just that right now. He found a ford with a blown 6.7 and bought the rolling chassis and is dropping the 12 valve Cummins out of his Dodge into it since the body is falling apart.