when changing and then purging the air, if you hit the on button, step out near where the primary filter is you can hear it easy enough.

 

I work in my garage, inside a tent that I can enclose for winter work or body work to keep dust down, so it is very easy to hear the gurgling.

Scenario, maybe right, maybe not, but here is what "could" be happening. If started right after a filter change, with a partial purge, the pump could be filled with air so when it cranks, its a dry start. The pump spins at a decent rate, which could burn off the fuel on the cam and lobes, pinned or not and cause a scratch or two. Then it fills with fuel and goes on it's merry way. Now that there are a couple scratches, diesel fuel is a lousy lubricant, works well when everything is smooth, but introduce a scratch or two, and it can start eating up the metal. Eventually it eats itself until failure is noticed.

When I purged my fuel system it took 10 cycles before I stopped hearing any more gurgles from underneath. Don't forget, the underhood filter has to fill up too, it is taking in air from the water filter underneath, while sending it's air directly to the pump. While doing this it agitates the air, so there are a LOT of bubbles mixed in, and some foaming can occur. If not fully purged, some air can remain. Also keep in mind the pump is not very big and doesn't hold a lot of fuel, so won't take much air to expose metal to metal.

What I do is cycle on 30 seconds, or until the pump stops, key off for 15 seconds to let the air rest, then repeat until I no longer hear gurgles, then one more for insurance before starting. All that air has to travel through 2 filters, the pump and then the return to the tank. By giving it 15 seconds rest, any air bubbles will rise to the top of the filter and be purged quicker.

 

Until someone hacks the true failure rate from Ford, all of this is pure speculation.........

 

Agreed, but it's a nice feeling to think that I'm doing something to prevent my CP4 from failing....even if its just speculation.

 

Going back to 2011 when the CP4 was fitted it was not the most common diesel service I would regularly book but I did see enough of them that I was cautious with my own fleet trucks until I phased out the diesels all together. Had over 100 Ford 6.7L diesels in rotation on an annual basis up until id say 2015 when the number started dropping fast as customers who didnt actually need the diesel traded off for gas. As of this year I have 43? diesels or very close to that number and not all are Ford 6.7L. Off the top of my head I cant really put a date to the last CP4 failure we have seen here but it hasn't been a popular service for me over the last 6-7 years but then I also haven't had many Ford 6.7L under service contracts for a while now.

 

Of course. I will also do virtually anything reasonable that might extend life, even if it eventually does nothing.
Would be nice to start a "sticky" thread that had as many details about the failures (and the non failures) as possible.
Not Ford info, but something I have seen on other boards, the best one being one I posted already, the
2.7 EB failures on the 6G bronco. Incredible detail.

 

Maybe this lawsuit will stick??

https://fordauthority.com/2023/09/fo...ve-fuel-pumps/

 

Are the 2023 high output using the cp4 pumps?

 

Yes, and I'm not sure if it makes any difference but they also increased the (displacement)fuel pressure again.

The HO version of the 6.7l is not much different than the 2023 standard output 6.7l.

 

Update - Thursday, September 7, 2023

My dealership emailed me yesterday...

So it may be Friday or Monday of next week.

Now I have another question... How much do I trust this newly repaired truck? We are supposed to drive from Central Texas up to Steamboat Springs, CO late next week. Do I take this truck on the drive and assume all is good? Or do we take the wife's Escape?

​​​​​​​

 

Take the truck and enjoy. If the tech screwed something up, thats on them for 2 years.

I found an article from 2011 regarding the 6.7. At that time the plant the builds the engine had a capacity of 200K per year. If true, thats 2.9 million built. Thats a lot of engines that are used in all Superduty trucks from F-250 to F-750. Would be nice to know the statistics on how many actual CP4 failures NOT related to contamination over the life of the engine.

 

Truck tine!!

 

You would just have to trust it like it was a new truck, but change the fuel filters when you get back home.
Get yourself a jug of this stuff... https://opti-lube.com/opti-lube-xl-x...1-280-gallons/

 

Yes, the more I read on this thread and others, the more I think this is further widespread than many think.
Just my observation

 

This right here. Sure, the percentage of CP4 failures is low in respect to the number of trucks produced. However, I'd like to see how many failed that were legitimately not related to fuel contamination, not simply a Ford, GM or RAM excuse to deny warranty repair.