Originally Posted by acdii

My first Diesel was the 7.3 Stroke in a 99 F350. Beast of an engine, but hated cold weather. Had to replace the water pump at 60K, the glow plugs at 70K, the GP relay before that. It had its fair share of issues, especially that damned cackle. When Ford designed the 6.7, I bet they used the CP4 because it fit what they were doing, the pressure requirements, the size, etc. and because in the EU where it is used to a great extent, had a great track record, it IS a reliable pump, but only if the fuel has lubrication. I'll bet Ford never expected the pump to have issues with the lower lubricity ULSD fuel.

Why didn't Ford replace it? they would have to redesign the engine to accommodate a different pump. BUT I have an issue with Ford in why they DON'T have a specification on using a fuel additive to help protect the pump that they clearly know will have issues with lubricity. They do list a Motorcraft fuel additive, but it is a side note in the manual. Owners should made more aware of the fact the ULSD doesn't provide enough protection, and should have a sticker on the fuel door stating that a fuel additive should be used. Hell if more people had used additives, there would have been fewer failures.

It's not like admitting the pump is a problem, putting a factory DPK in, THAT would be admitting there is a problem. Something as simple as recommending the use of a fuel additive would protect the owner AND Ford.

I know common sense issue, but well, who has it anymore anyway.

Originally Posted by findre

99 was early for the PS 7.3. Was IHI in obs trucks. I thought those were when Ford cutover to from the International Harvester production. Im sure my historical detail will get me in trouble.
My water pump would get the drip drip in cold weather, never used the glow plugs in FL, oil coolers were 50k oring job, and that crank sensor (keep one in the glove box) prob. I have a 97 IHI, diffs, and tranny going into my 97 Bronco from a 7.3 F-350 donor. Back to the 7.3 list of quirks. At least I have a bunch of spares and tools for that franken rig.

Originally Posted by speakerfritz

ford will say the cp4 fails because of contaminated fuel...i.e. water in fuel ....ford has a few cheap pot iron sensors in the fuel system that if the dealer finds rust there..its contaminated fuel and not coever...so ford says...but its ford's water separator that is supposed to separate the water and its fords water in fuel indicator that is supposed to alert water in fuel....and in most cases the operator will say no such alerting happened and rarely does the dealership show the operator the "water" and the PCM logs dont show water in fuel error codes.

fords belief in the CP$ failed because of water in fuel is so great that they secretly pined the CP4 so that the cups would not rotate....DUH...why didnt for improve the water separator if they really believed the CP4 fail due to water.

we are not that stupid....

Originally Posted by findre

When did Ford pin the cups.....so we can tell if a CP4 on the shelf is unpinnned? and did it include the CP4 for the F-150? I know there were some marking about the synched cam vs unsynched ones

Originally Posted by speakerfritz

ford will say the cp4 fails because of contaminated fuel...i.e. water in fuel ....ford has a few cheap pot iron sensors in the fuel system that if the dealer finds rust there..its contaminated fuel and not coever...so ford says...but its ford's water separator that is supposed to separate the water and its fords water in fuel indicator that is supposed to alert water in fuel....and in most cases the operator will say no such alerting happened and rarely does the dealership show the operator the "water" and the PCM logs dont show water in fuel error codes.

fords belief in the CP$ failed because of water in fuel is so great that they secretly pined the CP4 so that the cups would not rotate....DUH...why didnt for improve the water separator if they really believed the CP4 fail due to water.

we are not that stupid....