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Don't see any claims it prevent's CP4 failures. Is the presumption improved lubricity prevents catastrophic failure? I can see it extending the life span for a normal operating pump, but not preventing the roller lifter from rotating and causing catastrophic failure. Curious to what your logic is.
Lack of lubrication is the primary reason CP4s fail. So it makes sense that adding lubrication will help prevent failure. Of course they're not going to claim their product prevents CP4 failures because some dumb dumb will probably put DEF in their fuel tank and then make a claim against Opti-lube for the ensuing pump destruction. If you run biodiesel no lubrication additive should be needed.
So yeah, CP4 is still a problem and now so are those 2020+ 10 speed transmissions. Way too many failures on those compared to the old 6R140. Hate to say it but Cummins/Aisin is probably the way to go as long as it ain’t a 19 or 20 with the CP4. (They recalled them all and will fix it for free though) Yeah they're built in Mexico which don’t sit right but that would be my final 2 cents on the matter.
Quick question. You know guys who have had failures or have you read about them?
I don't get to the 17+ Super Duty section often but we're not seeing any threads here in the 6.7 section about failed 10R140s.
I looked through the first four pages of the 17 plus Super Duty section. Found one thread on the 10R140. Apparently some are having issues.
Last edited by Overkill2; Nov 4, 2022 at 05:32 AM.
Reason: add to post
Lack of lubrication is the primary reason CP4s fail. So it makes sense that adding lubrication will help prevent failure. Of course they're not going to claim their product prevents CP4 failures because some dumb dumb will probably put DEF in their fuel tank and then make a claim against Opti-lube for the ensuing pump destruction. If you run biodiesel no lubrication additive should be needed.
I believe contaminants (gas, water, DEF) and air in the fuel lines are some of the major sources for failures. A lack of lubrication could cause a failure, but no one can quantify it except for the fuel additive companies I'm sure (sarcasm ). Having said that I'm sure lubrication additives help a healthy fuel system live a longer life as long as one of the other failure detractors don't come into play. All of this IMO.
It might. What they didn't show is what happens when the fuel is then added to this water + k100 solution. If it becomes a single solution with the fuel, then yes it will go right through the separator. If fuel still floats above this solution, then the separator will work. Separators just take advantage of the fact that fuel floats on top of water. Personally I wouldn't risk it. I want the diesel to readily float on top of the water, so the water separators can work and I only get the fuel I want upstream.
No, I don't believe it does. I've been using Pittsburgh Power's additive with K100D+. That gets added at a much smaller dose rate than K100D+. For example, 1 oz (30 ml) per 25 gallons of fuel. K100D+ takes 0.128 oz/gal in summer and double the dose in winter of 0.256 oz/gal.
Yes, I believe K100D+ allows water to pass through the water separation film because the way I've read into this is that it breaks water down at the molecular level. That's way to small for the water separation film to stop.
Truth be told, I should be checking the DFCM for water probably monthly but I don't. When I've changed the primary fuel filter, I have never observed water in the drained fuel. So either I'm getting fuel with absolutely zero water in it, which I have doubts on, or the K100D+ is doing the job it's supposed to. I'm not looking at starting a p!$$ing contest here (not meant for you Troy), but just posting this for FYI and what I believe is going on.
The reason I started using K100D+ is when I first started looking into ULSD, I found that the very process of making diesel fuel into ULSD, it makes the fuel itself more susceptible or more readily capable of absorbing more water, if I'm saying it correctly. Then I've seen there's a standard or max amount of water that's acceptable in fuel. That's why I use it. Others MMV or opinion may be different.
The reason the video says Husky on top is that Kinetic Labs or Research, can't remember which, got bought out by the Husky Corporation.
No, I don't believe it does. I've been using Pittsburgh Power's additive with K100D+. That gets added at a much smaller dose rate than K100D+. For example, 1 oz (30 ml) per 25 gallons of fuel. K100D+ takes 0.128 oz/gal in summer and double the dose in winter of 0.256 oz/gal.
Yes, I believe K100D+ allows water to pass through the water separation film because the way I've read into this is that it breaks water down at the molecular level. That's way to small for the water separation film to stop.
Truth be told, I should be checking the DFCM for water probably monthly but I don't. When I've changed the primary fuel filter, I have never observed water in the drained fuel. So either I'm getting fuel with absolutely zero water in it, which I have doubts on, or the K100D+ is doing the job it's supposed to. I'm not looking at starting a p!$$ing contest here (not meant for you Troy), but just posting this for FYI and what I believe is going on.
The reason I started using K100D+ is when I first started looking into ULSD, I found that the very process of making diesel fuel into ULSD, it makes the fuel itself more susceptible or more readily capable of absorbing more water, if I'm saying it correctly. Then I've seen there's a standard or max amount of water that's acceptable in fuel. That's why I use it. Others MMV or opinion may be different.
The reason the video says Husky on top is that Kinetic Labs or Research, can't remember which, got bought out by the Husky Corporation.
Thanks for sharing. I think it's good for everyone to share their logic for why or what they use to prevent CP4.2 failures.
As for ULSD absorbing water, its interesting that your research found ULSD will absorbs more water. I know bio diesel will absorb water but not sure if the water seperator will remove it. Basically all materials will absorb water and the maximum amount of water is will hold is the saturation point.
For me I would think that a fuel additive that performs as a demulsifier would be preferred for the CP4.2 application, but not sure there's any on the market. In your link provided by Bosch in the conclusion section it states "no free water". Not sure it that's water saturated by the fuel/additives or water that has been separated that could enter the fuel system.
For the record I do keep a bottle of Power Service on hand for when I do pick up a load of diesel that makes the engine a bit noisy I'll dump 8 oz in the tank and it will quite it down, but I don't add it for lubricity. Also it's approved by cummins if that means anything or not.
Thanks for sharing. I think it's good for everyone to share their logic for why or what they use to prevent CP4.2 failures.
As for ULSD absorbing water, its interesting that your research found ULSD will absorbs more water. I know bio diesel will absorb water but not sure if the water seperator will remove it.
For me I would think that a fuel additive that performs as a demulsifier would be preferred for the CP4.2 application, but not sure there's any on the market.
For the record I do keep a bottle of Power Service on hand for when I do pick up a load of diesel that makes the engine a bit noisy I'll dump 8 oz in the tank and it will quite it down, but I don't add it for lubricity. Also it's approved by cummins if that means anything or not.
Bio diesel just adds to the equation of making modern day fuel more susceptible to water absorbtion. The process of hydroprocessing not only makes the fuel more water absorbing but also takes away the lubricating qualities of diesel fuel. That's why they add the bio-diesel, for lubricity for the fuel.
From what I've gathered, traditional fuel additives contain petroleum, which will not mix with water. K100D+ contains organic chemistry which takes water out of the fuel in a permanent solution by encapsulating it in a burnable compound. I use K100D+ for lubricity, anti-gel, fuel cleaner, adds a few points of cetane and water elimination.
IMO, the truck is constantly agitating the fuel which doesn't help the job of the DFCM water separator. Plus there's the point of free water, dissolved water and one more I believe. Like I've said here before, I believe in K100D+ in breaking down any water in the fuel and send those molecules to the combustion chambers to burned with the fuel with the added benefit of steam cleaning the combustion chambers. Once the water is encapsulated in the compound, it can't cause corrosion nor cause lubrication problems in the HPFP and injectors.
Again, I'm not looking for anyone to agree with me nor am I looking for a debate on this as I'm not a chemistry expert or scientist, I'm just passing on what was told to me, what I have read and the fact that my truck is running with using it every tank. The one advantage of petroleum fuel additives I can say is that they have higher cetane adders than K100D+.
I use every tank I fill with. If alcohol, and from what I've read, there's thousands of different alcohol compounds (not just the type used in emergency de-icing fuel additives), is detrimental to the high pressure fuel injection system of the 6.7, I'd think I would have already seen fuel injection problems in my truck, which I have not at almost 100k miles later. I hear there are many trucking companies that buy K100 by the barrel full.
the problem is not that the sky is falling….the problem is that ford won’t stand behind their implementation flaws ….many report cp4 failures and most report their comprehensive insurance had to cover it.
ford blames water cussed by no ford means….duh…they are admitting their water separator does not work.
ford blames fuel contamination caused by non ford means….duh…they are admitting their filtration system does not work.
the failure would be easier to swallow if ford stepped it up and covered it.
you can google search cases of cp4 failures and at the same time you can google search fold that post they never had a problem and don’t know anyone who does.
seek and you shall find… but not on my dime…my DPK is installed..so I no longer worry about it at all.
Water separators are effective so much. Also what about after market filters? Being a 6.4 expert you should know that the after market fuel filters caused a lot of failures by excluding the aqua block material on the filters which will give water a free pass.
Bio diesel just adds to the equation of making modern day fuel more susceptible to water absorbtion. The process of hydroprocessing not only makes the fuel more water absorbing but also takes away the lubricating qualities of diesel fuel. That's why they add the bio-diesel, for lubricity for the fuel.
From what I've gathered, traditional fuel additives contain petroleum, which will not mix with water. K100D+ contains organic chemistry which takes water out of the fuel in a permanent solution by encapsulating it in a burnable compound. I use K100D+ for lubricity, anti-gel, fuel cleaner, adds a few points of cetane and water elimination.
IMO, the truck is constantly agitating the fuel which doesn't help the job of the DFCM water separator. Plus there's the point of free water, dissolved water and one more I believe. Like I've said here before, I believe in K100D+ in breaking down any water in the fuel and send those molecules to the combustion chambers to burned with the fuel with the added benefit of steam cleaning the combustion chambers. Once the water is encapsulated in the compound, it can't cause corrosion nor cause lubrication problems in the HPFP and injectors.
Again, I'm not looking for anyone to agree with me nor am I looking for a debate on this as I'm not a chemistry expert or scientist, I'm just passing on what was told to me, what I have read and the fact that my truck is running with using it every tank. The one advantage of petroleum fuel additives I can say is that they have higher cetane adders than K100D+.
I use every tank I fill with. If alcohol, and from what I've read, there's thousands of different alcohol compounds (not just the type used in emergency de-icing fuel additives), is detrimental to the high pressure fuel injection system of the 6.7, I'd think I would have already seen fuel injection problems in my truck, which I have not at almost 100k miles later. I hear there are many trucking companies that buy K100 by the barrel full.
Since you already have the stuff, would you mind setting up a jar with the proportion of fuel to K100D+ you use, plus a little bit of water and then see what happens? For science! I'm curious if you end with a single solution, or two solutions where the aqueous component has been made combustible like what happens when isopropyl or ethanol alcohols (the typical "water removers" for gasoline) are added to gasoline.
Since you already have the stuff, would you mind setting up a jar with the proportion of fuel to K100D+ you use, plus a little bit of water and then see what happens? For science! I'm curious if you end with a single solution, or two solutions where the aqueous component has been made combustible like what happens when isopropyl or ethanol alcohols (the typical "water removers" for gasoline) are added to gasoline.
I have done videos on my YouTube but I'm not ready to link to it as they are under my real name.
I do have accounts on Rumble and BitChute under fake names, maybe I can do it there.
I'll get back to you guys on this.
Gotta finish trimming a tree by my driveway now and the Bills game will be coming on.
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). Having said that I'm sure lubrication additives help a healthy fuel system live a longer life as long as one of the other failure detractors don't come into play. All of this IMO.
