I keep both of my additive bottles (Optilube & Better Diesel) in the tougher gallon freezer ziploc bags that slide right into the pocket on the back of the driver's seat. Makes them handy at fill up time, and no fumes or leaks.

 

I had a '12 (25000 miles) with a hpfp failure Ford denied warranty due to the service advisor claiming contaminated fuel. I must of had a shtload of it because the filter was changed before the truck was sent to them. He did show me a bucket of contaminated fuel. Mine?, not sure. I should've ran out there & taken my own sample, but didn't. I traded on the spot to a gas Chevy & felt the dealership did the best they could.
In looking back on it I wasn't doing all I could've in draining/looking at my fuel. Also don't recall if I'd changed filters or not. I did not use any additives whatsoever. Although I did gel up during a cold snap & used 911. A big no no I guess. Works great though! In thinking on that it should've been a clue I likely WAS getting bad fuel. So,my bad.
I didn't really like the Chevy so went back to a couple 6.2 Fords, problem free.
I missed the torque of the 6.7 & last Sept somewhat reluctantly bought another. What am I doing differently to st my mind at ease?
I replaced the fuel filters at 3000 miles. Logic being was if there was any junk in the tank from being built hopefully this would catch it.
I do not buy from the same station. I drain fuel out about every 3rd tank, which reminds me I need to. And I'm using only Fords additives.
I only have 9000 on the truck so far so I should have another 15000 trouble free miles.

Keith

 

I bought a 32 oz bottle of Stabil for the bottle I keep K100D+ in. I just started using Hot Shot's LX4 at a reduced rate also. I wanted to try it and see. I keep both in bags but not closed. The LX4 has really no smell at all. K100 has a smell but not real strong as its never bothered me. My 8 yo son sits behind me in the back and has never said a word about any smell. They are also in my seat covers rear pocket driver side.

 

My aunts 2018 KR 6.7 fuel system went out with less than 30k on it. No light ever came on in the cluster. She said fuel just started pouring out from beneath it, so she had it towed to the closest Ford dealership. They looked at it and said the entire system needed replaced and that they wouldn’t cover it because there were traces of water in the system. Her total bill was $28k.

To be fair, she doesn’t know anything about these trucks. I don’t even know if she ever had the fuel filters changed, if I had to guess though I’d say no.

Besides this, in these (and other) forums, as well as on YT, I have seen others say their fuel systems suffered the same, so it clearly happens. For this reason, I will be checking and draining my WIF every month for sure and being very diligent about changing my fuel filters every 15k at most. It’s easy enough to do and no reason not too, and waiting for a light that may or may not come on doesn’t seem like the best way to go. This is obviously a real enough issue that taking every precaution possible is a good idea.

 

Hey Keith. I wish you luck with your new ride. What year bud?

I remember when I was on FB, most guys on the 6.7 Powerstroke group would change filters every 10k miles (they were doing 5k oil changes). I change mine every 3rd oil change ( I let truck tell me when to change oil) and that's by the factory spec of every third oil change or 22.5k miles. Just sharing what I do is all. I can't blame you for going earlier based on your experience. I also watch the fuel pressure PID from the DFCM on my iDash 1.8 (primary pump on the frame).

That sucks for sure.

It definitely sounds like you'll be proactive, which is good.

Here's the Denso HP4 versus the Bosch CP4.2:


Photo 43/65 | Denso’s HP4 is the high-pressure fuel pump (left) that was chosen for the L5P. The Denso is a dramatically different pump than the Bosch unit it sits next to. The new pressurizer uses three high-pressure cylinders, an eccentric drive mechanism, and a 1:1 drive ratio to provide 1.22 cc of discharge per revolution. It also has an integrated fuel flow control valve, a filter screen at the pump inlet, and a single high-pressure outlet. A pump-mounted primer and a temperature sensor were omitted on the new unit. Unlike previous generations that rely on an engine-mounted suction pump and filter for supply, the new system uses a chassis-mounted filter and is fed by an in-tank supply pump that maintains 4-bar pressure throughout the system. The fuel-pressure sensor is also moved away from the engine.

From Denso's website:

https://www.denso-am.eu/media/103774...eaflet_web.pdf

From page 2:

Diesel Components Unique choice, quality and performance are only some of the benefits of choosing DENSO Aftermarket for your replacement diesel parts. With DENSO Corporation renowned as the third largest common rail diesel player in the world, our aftermarket ranges also benefit from an unrivalled original equipment heritage. DENSO has made decades of extensive R&D investment, often in partnership with major car makers, to pioneer increasingly efficient, powerful and reliable diesel engines with minimal emissions. For example, we introduced the world’s first 1800-bar common rail fuel system with Piezo Injectors, and the world’s highest common rail injection pressure of 2,500 bar, helping to increase fuel efficiency by up to 3 percent. So when you offer DENSO Diesel Components, you can be sure of providing the very best parts to your customers – that can be trusted to meet the needs of today’s extensive, demanding diesel car market.

Using a convertor:






From this link: https://chevytrucks.org/duramax-l5p-engine-problems/

Denso HP4 in Favor of Bosch CP4.2

The Bosch CP4.2 was a wildly common problem in the LML. Bad fuel would deteriorate the internals of the fuel pump and then send small metal shavings throughout the whole fuel system. This would cause a chain reaction that would then essentially destroy the whole fuel system and lead to $10,000+ of repairs.



Fortunately, in the L5P the CP4.2 was ditched for a Denso HP4 injection pump. The HP4 is capable of handling higher fuel pressures which allows for smaller injectors without losing power potential. The stock HP4 has is capable of handling 800+ horsepower, although upgraded injectors will be required to hit these numbers.

Denso Fuel Injectors

Alongside ditching the Bosch injection pump, the old Bosch fuel injectors were also left behind in favor of new Denso injectors. The new Denso injectors flow approximately 20% more fuel than the previous Bosch injectors and also use a solenoid-style design, replacing the piezo design.




https://www.gillettdiesel.com/read/G...5P-Fuel-System
Model year 2017 marked some major changes for the Duramax fuel system. Finally, they forewent the status quo that had been hovering over this engine since 2001 with the only major change occurring in the 2011 model years with the LML engine. The fuel system featured on the L5P could best be described as a 100% complete overhaul. Without going into a complete analysis, lets give you some of the highlights at least. Number one, a fuel pump from the factory. That's right, the main cause for fuel starvation, especially on modified Duramax engines, has been addressed with the addition of a factory lift pump. And we'd say its about time, as every single other manufacturer realized this years ago. Next, you won't be seeing any Bosch insignia on your fuel system.

Again, since 2001, they've been in bed with Bosch to deliver the high pressure fuel via common rail (and later piezo) injectors and a high pressure CP3 or CP4 injection pump. Well, GM and Bosch apparently had a divorce and Denso came knocking. The Bosch CP4 found on the LML engines has been replaced by a Denso HP4 that should eliminate the countless failures of the CP4. Why? Many would attribute the failures to the roller tappet design that would self destruct at the presence of any air where the HP4 uses a much more robust solid lifter design that is also a substantially simpler design. As previously stated, Denso is also supplying the injectors with a solenoid type that replaces the Bosch piezo units found in the 2011-2016 model years. This move wasn't necessarily due to a high failure rate of the piezo injectors, more so because the solenoid type work more cohesively with the HP4 and the rest of the fuel system.

Again, these are merely the highlights of the move from Bosch to Denso with basically every other facet of the injection system changing in some degree, as well. Now, the question at hand, what's to be improved from this system? Well, time will tell as far as the true weaknesses, but for those looking to produce power levels above stock, there is definitely room for improvement. While a lift pump has indeed been integrated from the factory, its output is sub par and will need an upgrade to allow for fuel delivery to match most of the programmers on the market. The HP4 is absolutely more robust than a CP4 in terms of durability, but again, not capable of delivering sustained rail pressure for maximum power potential.

 

The photo above is a HP4 vs CP3

 

Thank you. I stand corrected then... I should have known by the position of the inlet monitoring valve... on the side, that it wasn't the 4.2.

 

The last sentence of your post sums up what I was suggesting.

 

The majority of CP4 pump failures were on the LML because they chose not to run a lift pump. Where does all that air go when you change a fuel filter, right to the cam and rollers of the poor CP4 pump. One of the reasons a properly lubricated fuel is so important is because it serves as the "crank case oil" of the CP4. You protect your engine with a quality lubricant don't you? When it comes to the L5P, GM wanted Bosch to work solely with them. Bosch laughed and GM went down the road looking for another supplier.

 

Not being an expert here, I can't dispute what you are saying and it does say that. Unless they are talking power above the factory rated HP level.

Bitterroot brings up a good point about the years 16 and prior that GM did not have a primary pump on their fuel system.

But this post does state the opposite. I just posted up for information...

From this link: https://chevytrucks.org/duramax-l5p-engine-problems/

Denso HP4 in Favor of Bosch CP4.2

The Bosch CP4.2 was a wildly common problem in the LML. Bad fuel would deteriorate the internals of the fuel pump and then send small metal shavings throughout the whole fuel system. This would cause a chain reaction that would then essentially destroy the whole fuel system and lead to $10,000+ of repairs.



Fortunately, in the L5P the CP4.2 was ditched for a Denso HP4 injection pump. The HP4 is capable of handling higher fuel pressures which allows for smaller injectors without losing power potential. The stock HP4 has is capable of handling 800+ horsepower, although upgraded injectors will be required to hit these numbers.

Denso Fuel Injectors

Alongside ditching the Bosch injection pump, the old Bosch fuel injectors were also left behind in favor of new Denso injectors. The new Denso injectors flow approximately 20% more fuel than the previous Bosch injectors and also use a solenoid-style design, replacing the piezo design.

 

Dave, its a '19 I bought left over last year. I too have the idash & monitor fuel pressure but do not think we're monitoring the same thing. I'm not seeing the same #'s as you & that could be the different model years or something Banks changed. I don't know.
I see 19-20 psi @ idle & 35-45ish during normal driving. I got it more to watch for regens than fuel psi but its nice to know.
I appreciate all the research you've done as well as you're willingness to take the major amount of time it must take to contribute all you do. Thanks

Keith

 

No problem. Guys like you are the reason I do it. I'm no expert as I've stated before. I just like to look into things,

The reason the PSI could be different is the 17+ 6.7s have the intank primary pumps as opposed to the 11 to 16s with frame mounted primary pump/fuel filter/water separator combination. But I could be wrong also. I like knowing what's normal operating fuel pressure. Then if I see the pressure dropping more than I'm used to during the life the fuel filters (which usually is not by much), I would know to change out the filters. That's why I watch it.

I also monitor the regens as well. Make sure you check out the iDash thread here if you haven't already.