I'm not buying anything...just pointing out that those weren't bad trucks. The 2019-20's, different story and no way. They've had guy's on the Cummins forums going through more than one CP4.2 pump on the same truck (lol). I heard the failure rate is even worse on the RAM's because they overdrive the pump or something compared to the Ford, but don't quote me on that. The 2021's are apparently using CP3's again...a much more robustly designed pump that's been in use since 2001 (at least). They were absolutely not going out of their way to loudly advertise that one I noticed lol.

 

I can't help but call those big C guys out and their stickers. To each their own I suppose. I had a few sayings for a sticker to respond but I haven't had one made yet as I can't decide which one to use. But enough of my hijack already. I'm done.

 

They'll fire back and say they'd rather be "Cummin" than "Strokin'". Kind of like how the RAM logo looks like certain female anatomy parts...

Honestly, don't think anyone would fret too much if Ford or GM trucks had a Cummins diesel throughout the years. Just remember back when it all started getting good with the introduction of Cummins, Isuzu and International. Now, only RAM isn't making their own diesels. All that money must've went to Germany, now Italy and such to keep these little econoboxes going in Europe.

 

My F350 work truck has the CP4.2. It has 243000 miles. Its never had a pump replaced, its a work truck so the only additives that go into that thing are anti gel in the winter. I get fuel all over new england. Big truck stops, small mom and pop shops. I idle the crap out of that pile all day long when its cold. And I have yet to drain the fuel filters. Right now they are over 30,000 miles and I havent changed or drained the filters yet, and I have no idea how long they were in there before I got into it. I will have them replaced in a couple of weeks during the next service and tire replacement.
My point, I think some people over think everything way too much. At the end of the day, do your research, learn the facts, and make a determination on what if any action your going to take.
I read the forums almost daily, I have a 19 350 with a diesel, I do use hot shots secret everyday use. Mostly just gives me a small piece of mind for my 60,000 dollar investment. Yet I cant help to think about the old pile of a work truck still chugging along with no additives what so ever.

 

Yep I know. Okay, I'll go there.

"Keep bragging about your fast Cummins
But your girlfriend loves my slow Powerstroke."

I know Cummins makes good engines but I think Ford makes better trucks.

Appreciate your input. What year is the work truck?

 

The ol turd is a 14. I had a nice 16 350 but it got struck by lightning, and fried every electrical component. Thats another interesting story though.
I was seriously downgraded into the 14. I absolutely hate it. But work is supposed to be ordering new trucks, we will see.

 

Cummins is still the most American engine though (Columbus, Indiana), even if the rest of the truck is built in Mexico.

 

Quick question for the collective... How many 6.7L diesel motors has Ford put on the road from 2018 until the end of 2020? This site says around 500,000 Super Duty diesels: https://www.dieselforum.org/vehicles...ales-dashboard

Just trying to get a clearer picture of the total number out there, which should help temper the sense of urgency felt to remedy the HPFP/CP4 issue (real or perceived).

 

I think the sense of urgency will vary per individual and their various individual criteria.
in my case
- ford has a history blaming this problem on water, dirt, rust, you name it
-ford warranty wont cover it
-you will not get the samples ford uses to disqualify the repair (its not covered because I said so...dont care if your sample to an independent lab came back OK)
- I can repair the fuel system myself...except for the re-calibration of the new injectors...special tool for that
- 1 one my past vehicles had metal particles in the filter.
- there are more cases of CP4's blowing up than cases of "my mechanic told me I had metal in my fuel filters". so dont rely on your mechanic inspecting the filter for metal glitter
-you might be able to file a claim with insurance...ford said it was water contamination...but service station data shows no water...good luck with that
-some folks have better success than others with ford warrantying the work...my local is useless and all they care about is 100% billing of oil change slots. their labor rate makes warranty work non profitable
- spending 400 in a DPK to save 10k+ is a no brainer for me. I have an extended warranty as well as my insurance mechanical breakdown repair insurance....but Im not playing this game.

 

Hilarious how they can CP3 swap 2019-20 Rams already (and LML Duramax) but the Ford, nope...won't fit. Little bit pricey it looks like but it definitely fixes the problem at least.

The DPK's are relatively cheap insurance (but fixes nothing). Maybe Ford could do everybody a solid and start factory installing them lmao.

 

I've said before that I believe, through research and reading on the subject, that the problem with some of the CP4.2s that blow up are fuel based but also some are due to DEF being put into the fuel as well. With that said, Bosch pumps are designed in Europe where ULSD fuel has a higher lube rating, or lower scar wear rating when tested.

I also realize that the rollers could spin in their housings causing major destruction. No doubt there could be a design improvement to prevent that.

https://www.intertek.com/petroleum/t...uel/lubricity/

If you look at this link for Euro fuel, you can see there is also a max spec for water content in fuel.

https://www.teyagroup.com/wp-content.../08/Diesel.pdf

https://www.proboat.com/2018/04/dies...-and-fictions/

If you look into this link about CP3s, you'll see the concern about fuel related problems with the CP3 and being related to modern day diesel. Seems like the CP3s can have and do have fuel related problems at times.

Good read.

https://www.dieselworldmag.com/diese...fuel-systems/#

So I can see that the CP3 does not have the internal design fault of the CP4 where the roller assembly can potentially spin causing major problems, today's fuel can cause problems for any HPFP if you don't stay on top of fuel maintenance.

With all that said, I still think about my CP4.2 going sideways. A 2nd gen DPK will go in my truck as soon as they are available for my 6.7. I also believe that the CP3 swap kits address the potential roller problems of the CP4s, but once with a CP3, it does not eliminate a fuel related problem with today's ULSD.

I'm no expert but just passing along info. Hope this interests someone and helps someone understand more.

 

Anybody have sales figures for the 6.7L for years 2018-2020?

Anybody thought about having 20-25 gallons of biodiesel B100 in your shop (or bed of truck) and rolling your own B5 to B10 every fuel fill? IMHO, this solves the ULSD lubricity issue!

 

Negative on the sales figures.

Most diesel now has a B2 to a B5 rating from what I understand. I looked into it where I buy my fuel and they buy from two different companies. One fuel has a B5 rating and the other is at least B2 I believe. You have to watch out as biodiesel is known to absorb water as well. So you would have to treat it with a good fuel additive.

 

CP3's aren't indestructible either but I've watched enough vids comparing the guts of both of them side by side to see its obviously more robust design. Lubricity is still very important though.

 

Agreed.

I found this video on YouTube but it's in a foreign language...Italian maybe??? Anyone know? I'm curious what a CP4 hybrid is.