BenK wrote: I'm still NOT convinced that H2O is the 'main' culprit in Diesel failures
If it is, then there would/should be tons and tons more failing...they could even
map them to find the supplier of H2O laden fuel, as the demographics map would
look like a bunch of bulls eyes
That is actually quite hard to do because a lot of the blending happens at the terminal.
Each state tend to have their own unique blend and the package of additives and (where legislated), biodiesel is added.
Then there is little or no monitoring of what happens afterwards when it leaves the terminal.
I strongly suspect a lot of illicit biodiesel (not taxed, etc.) is being fed into the legal fuel supply on the sly at the filling stations.
Is H2O bad for diesel systems, sure thing. Even gasoline systems and again, I
don't think the main cause. It might be an accelerating catalyst married with
some other issues
This is a Siemens (now Continental) pump that did not have a bad rap --- unlike the Bosch CP 4.
Siemens DLC have not had the problems Bosch clearly had --- their DLC in the 6.0 oil fired injectors did not fail.
I'm not a diesel guy. 'WAS' looking with great interest a while back and was
reading & educating myself till noticed the EPA freight train coming down on
diesel. So similar to the gasoline EPA freight train of the late 70's and early
80's till the OEMs figured out HOW2 meet those regulations
That freight train wreck was accelerated by the boy racer wannabes asking, no
demanding ever higher power for the 'King of the Hill' speed and bragging rights
To the OP...you are truly stuck as the OEM's are facing ever mounting costs from
their own made pushed to the limits engines and the fraud imposed on them (chipped
to blow it up, to then remove and deny ever chipping/mod'ing/etc)
Good luck and from what I see of your 'can do' mentality...you will be okay
What we have right now is a fuel supply that is indifferent in quality, pushing the limits of many technologies, and little experience with large scale use in the real world.
People who use biodiesel will argue until they are pink in the face that biodiesel is harmless, yet when I talk to the tribologists, the stories of woe from CK-4 not handling biodiesel well is loud and clear.
Now --- I DO NOT KNOW if the Siemens Ford 6.4 Pump uses lubricating oil from the sump. If it does... that links clean oil to the issue conclusively.
Google the 6.4 document I referenced above... pretty nasty.
I did notice that the 6.4 uses a huge diesel fuel cooler.. another sign that they are trying to fix something... the CP 4 did not use such a big cooler, IIRC.
Gawd. After reading all of this I just went out and gave my LBZ Duramax a hug.
I don't have to worry about special GM oil filters or airfilters or fuel filters or any filters. I just buy them at my local Napa store and bolt them on.
I can burn low sulfer, ultra low sulfer or high sulfer or any sulfer fuel I want without worry. I don't have to worry about draining my fuel filter at every fill-up or every week or every month or whatever. The only time it gets drained is when I change it every 15K.
I don't have to worry about HPFP's or HPOP or headgaskets or headbolts or front plate cavitation or replacing radiators like I change oil. I don't worry about EGR's or injectors or special springs or O rings or rocker arms or fuel drivers or ERG cooolers or EOC or TPS's or CYA's.
I don't worry about anything. I just get in my truck and drive it. And here I thought this was the way it is supposed to be for every truck.
Please keep my LBZ safe and sound.
~ Too many freaks & not enough circuses ~
"Life is not tried ~ it is merely survived ~ if you're standing
outside the fire"
Turtle n Peeps wrote: Gawd. After reading all of this I just went out and gave my LBZ Duramax a hug.
I don't have to worry about special GM oil filters or airfilters or fuel filters or any filters. I just buy them at my local Napa store and bolt them on.
I can burn low sulfer, ultra low sulfer or high sulfer or any sulfer fuel I want without worry. I don't have to worry about draining my fuel filter at every fill-up or every week or every month or whatever. The only time it gets drained is when I change it every 15K.
I don't have to worry about HPFP's or HPOP or headgaskets or headbolts or front plate cavitation or replacing radiators like I change oil. I don't worry about EGR's or injectors or special springs or O rings or rocker arms or fuel drivers or ERG cooolers or EOC or TPS's or CYA's.
I don't worry about anything. I just get in my truck and drive it. And here I thought this was the way it is supposed to be for every truck.
Please keep my LBZ safe and sound.
Agreed, I think a national "Hug your LBZ" day is in order. I actually think you could make it a "Hug your Duramax" day. Cummins guys you should have one as well. When is the last time someone started a thread about the reliability of either the Dmax or the Cummins. I am sure both OEM's likely have their share of smiliar 5 days out of warranty stories, it sure seems like Ford has a lot more warranty issues.
Trying (and apparently successful at times) to tie provable maintaince with Motorcraft parts only is pretty clever. Combined with forcing documented diesel fuel fill ups this is getting stupid. Ford should have an Excell spread sheet link on their in-car DIC. Make it up linkable and you could send your maintainence information along with photos of course of the parts used to Ford should you take your vehicle to a nonFord work center.
2006 GMC 3500 CC 4X4 D/A
2013 Fuzion 342
2011 RZR Desert Tan
2012 Sea Doo GTX 155
2005 GMC 5500 CC 4X4 D/A
2012 Chevy 2500HD 4X4 6.0 3.73
Above a certain amount for a certain amount of time and it causes rust. Below a certain amount and for under a certain amount of time and it doesn't rust --MAGIC.
If you drain the separator today, isn't fuel with a little amount of water coming right afterwards?
It is NOT Ford's part's fault!
No way it is a badly designed part that should be made not to rust. That is beyond the realm of possibilities.
A part rusts, its the owner's fault or the fuel supplier's fault.
A shame that this OEM hung their hat on H2O as the main culprit AND
hung individuals out to dry. Mis-direction at best and when they are found out...
Turtle n Peeps wrote: Gawd. After reading all of this I just went out and gave my LBZ Duramax a hug.
I don't have to worry about special GM oil filters or airfilters or fuel filters or any filters. I just buy them at my local Napa store and bolt them on.
I can burn low sulfer, ultra low sulfer or high sulfer or any sulfer fuel I want without worry. I don't have to worry about draining my fuel filter at every fill-up or every week or every month or whatever. The only time it gets drained is when I change it every 15K.
I don't have to worry about HPFP's or HPOP or headgaskets or headbolts or front plate cavitation or replacing radiators like I change oil. I don't worry about EGR's or injectors or special springs or O rings or rocker arms or fuel drivers or ERG cooolers or EOC or TPS's or CYA's.
I don't worry about anything. I just get in my truck and drive it. And here I thought this was the way it is supposed to be for every truck.
Please keep my LBZ safe and sound.
Yours and others with this family of pumps are building the DB for a
humongous class action in the works...wonder how much the NHTSA and
other regulatory agencies are/will be influenced by lobbyists...AKA
big money
Blaring difference from one OEM to another. This DB of individuals
will ferret out where 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?...
I would definitely not want a new Ford diesel truck. Too many problems and no useful warranty. Much rather have a new Dodge/Cummins, if I were buying a new diesel truck. I'd buy a new Ford gas engine truck no problem though, I'm fine with their gas engines, just not their latest model diesels.
drsteve wrote: The reason Ford didn't need loans from the government is because they had just set up a $23 billion dollar line of credit, intending to build new plants, invest in R&D, etc. Then the economy crashed, so they used their credit line to pay operating expenses. GM and others were unable to get credit in a banking environment where nobody was loaning any money, so they turned to the government.
It had nothing to do with the overall health of the company or good management. They just happened to get lucky. Of course it made Ford CEO Alan Mulally look like a genius...
qft
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
SoCalDesertRider wrote: I would definitely not want a new Ford diesel truck. Too many problems and no useful warranty. Much rather have a new Dodge/Cummins, if I were buying a new diesel truck. I'd buy a new Ford gas engine truck no problem though, I'm fine with their gas engines, just not their latest model diesels.
Every single EPA 2008 / EPA 2010 mass market diesel light duty truck on the market is having problems.
The question is what flavor of problems you want.
There are stuff on the drawing board that will drastically cut the amount of issues, but they are 3 to 5 years from market.
The problem of diesel fuel selling at parity to gasoline or higher is probably long term (defined as 5 to 10 years out) without a big change in market dynamics.
On the gasoline front, direct injection turbo charged is catching up fast.
A major game changer might be compressed natural gas replacing diesel fuel partially, but that will be on Class 8s.
NewsW wrote: Is this what you would call tolerable "abuse":
Should Boeing and the engine maker pay for the crashed plane if it happened?
You seriously brought aviation into a Fword warranty issue thread? Especially a fodded fan picture? LOL. ROFLMAO.
Aviation and commercial vehicle business practices are so far on the opposite ends of the light spectrum it is rediculous. All you just did was made this thread even more worthless than it already was with your other posts.
BenK wrote: Yours and others with this family of pumps are building the DB for a
humongous class action in the works...wonder how much the NHTSA and
other regulatory agencies are/will be influenced by lobbyists...AKA
big money
Since when does the CP3 have a "class action in the works" against it?
Link please.
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