Standard tactic by Bosch.... misfueled, put gas in the tank, put contaminated fuel in the tank, put ad blu for the DPF in the fuel tank instead of the other urea tank...
I've seen it all before, Standard operating procedure from Bosch, being fed to you by Ford, now, instead of VW or Audi...

Bosch is a stinker in the beginning for the first batches on giving warranty coverage, it will take a couple of years of failures and for them to become more common before Bosch does the right thing, or... you get NHTSA involved, file a complaint with them, all of you, and the pump gets escalated to an engineering defect study, when, say Bosch fesses up to 3 redesigns on the pump, 'to make it more robust', and the pump still fails here in America. I am certain that anything with a build date for your HPFP with a date after Oct 2010 reflects the latest third design improvement on your 6.7's.
Once Ford gets wind of NHTSA breathing down their backs for a potential recall, maybe then, things will start to happen, but all you onesy twosy failures, in the early stages, just saying, as we get some more history, are going to have a rough go of it. Just part and parcel of being an early adopter /beta tester.

 

Dude , seriously after reading your posts on the VW form which has close to 80 pages . It sounds like your a angry VW owner who had a bad experience and now is going around following tags in google to related topics of HPFP failures to make a case against a company .

Our trucks have not seen a failure rate significant enough for alarm. Plus in your argument your not being objective in your claims.Your not including any variables in your clams. Your simply blaming a part ,well that part has a very important substance that requires it to run properly, called DIESEL FUEL. I will direct you to the my post on page 9 the chevron fuel pdf in this discussion and please read chapter 5 the last paragraph on page 57 , It states just 1 tank of diesel fuel with extremely low lubricity can cause catastrophic failure not 5 tanks or 10 tanks or a years worth of bad fuel , It only takes 1.

Also i want to direct you to chapter 7 page 90 of the same document and please read and digest about fuel additives and its not about the additives we choose to put in our trucks ourselves. Again its not part problem ,a Ford problem or a Bosch problem. It's a fuel problem and since its so hard to find blame or evidence in a fuel supply its just easier to blame a manufacturer.


Jay

 

Jay, I have nothing invested in Bosch CR technology. I have a substantial amount invested in Exxon and Chevron. I have about 1.4 million miles on diesels in close to 40 years of driving. Never once lost a Bosch pump, seals yes, but pump, never, no hard parts wear, and I modded pumps, plungers, nozzles cam profiles, on almost all of them. Never had a problem on my Stanydyne either on my Navistar 7.3.

Just explain to the folks here, how fuel causes damage like this in these Bosch pumps, on that roller follower? Dished wear at a 90 degree angle to the direction in which it rolls on the cam?

Because I am too stupid and ignorant to figure out how fuel alone could do that kind of damage to a cam roller, and not defective design.

 

And again i will ask,is this out of a Ford 6.7?

 

It is out of the same Bosch CF4X pump platform. For the sake of data, until Ric gets us some pictures, let's assume is it similar, if not identical, being on the same platform pump.

If you have a problem with the photo as a prediction of the future, then please, find the "ignore" feature on posts with photos by me.

I am not claiming this as absolute data from a 6.7, but it is off of the identical same Bosch CP4x platform pump. 460 micron Canadian fuel most all of it's life, from Abbotsford, BC, Canada. One trip to Los Angeles on it, one trip to Seattle, about 135k kilometers on the pump, out of warranty. Very limited use of US fuel in it, but 85% of the Canadian population lives within 100 miles of the US border, and fuel is cheaper here, when they can get it.

This failure is not "fact" yet on a 6.7, it is only being presented as potential predictor on this Bosch platform HPFP, for types of failure.

I hope that disclaimer satisfies you. I also hope you aren't surprised when that Texas law firm adds, 6.7's because they have Bosch CF4X platform HPFP's on them, or when NHTSA does an investigation on 6.7's either, because that's my prediction of what may happen in the future, when enough of you 6.7 folks get fed up with pump failures and down time here in the good old USA.

Bosch never should have sold this pump here with our 520 micron fuel. Not suitable for use here with USA grade fuel, the design.

That leaves only 2 options,

1. Force the petroleum industry to 460 micron fuel here in the USA as the new mandated standard or
2. Bosch designs a pump robust enough to last on 520 micron USA spec fuel before introducing it to north american diesel transport in the CP4X platform.

 

Lets throw one more variable into this equasion. Fuel quality isn't the same all over the country. I talked to a hotline engineer a few years ago. The most warranty diesel repairs are around the outside edges of the country (other than California). He said that the fuel quality is less there, with by far the worst in Wisconsin/Michigan.

 

What? Wis/Mich why?

 

Poor fuel quality, higher amounts of warranty claims.

 

Do you have any documentation, hard data statistics via labratory analysis or studies to support that statement, via Ford or the petroleum industry?

I like to trust, but verify.

I'd also state that CA has the highest number of failures for these HPFP's on those German cars, mainly because there's 10 million of us in Los Angeles County alone, most of us drive, and there's almost 40 million in the state, about 1/10th of the whole US population lives in CA. We have so many drivers, we invented CARB back in 1970 or so, our air quality was so bad from Detroit Iron, it became a necessity. Do a chip tune here, roll coal, and someone will have your plate number and be on their cell phone in no time.

How many have gone with tunes on these new 6.7's or is it even possible, with all the sensors?

 

NinerBikes, I have to ask - what exactly is your agenda? If you don't want to post it here, either PM or email me with your reply.

I have been following all of this since Rick's issues first started and it appears to me that you are attempting to gather information from our Ford Truck guys. Digging and reaching into any holes you can possibly make to get information that apparently does not exist.

Also, Tom posted this before, but just as a refresher, the following is from our User Guidelines:

8. Legal Actions.
You may not use this site to discuss or organize any legal action including, but not limited to, class-actions. FTE does not give legal advice or host legal discussion. If you have any legal questions or concerns, please consult your attorney.

 

What agenda? Is having a problem free HPFP on a 6.7 is an agenda? Or are they supposed to work that way, problem free for 300 to 400k miles, like my 88 F250 with a 7.3 Navistar did? Anything less is unacceptable.

Diesel's are synonymous with longevity. Always have been, always will be.

 

I hate this thread, so I shouldn't be posting here, but...

Wasn't a 1988 pre-electronic era? Pre-HEUI even? My 1988 is sitting in the field for collection purposes so I haven't taken it all apart but I don't think hydraulic direct injection existed on that generation. Mine's non turbo.

Just because my VT365 6.0L is broken doesn't mean everyone else's is.

 

Who ever established that there was a problem with the 6.7 HPFP? If there were 40 confirmed cases in 400,000 units that would work out to 1 in 10,000 trucks, that's not a problem. I like to add there are 1.3 pacemakers failures per 1,000 per year, and that's not a problem. I think one of them costs more then a KR with a 5er hanging on the back. Be more skeptical of a pacemaker then a 6.7 with a Bosch pump in it.

 

Not a problem unless you are the proud owner of a HPFP or a pacemaker........

 

Just cleaned things up some. We need to keep up the respectful discussion and stay on-topic.