[QUOTE=speakerfritz;21446898]doesn’t make sense….the cp4’s sat or the biodiesel sat

Might be more to the story….[/QUOTE

A lot of trucks sat on the lots waiting for computers from wherever they come from. The biodiesel and fuel pumps sat idle for long periods of time.

My 19 never had any issuers but it never sat idle.

 

[QUOTE=Bumble2019;21466004]My truck is included in the recall, and it never sat anywhere for any long periods after production.
It was delivered to my dealer within like 10 days after rolling off the line.
And, of course, the pump crapped out on it at 115k miles.

 

This is copied from GDE, it does pertain to all GEN3 ecodiesel engines and might be useful for some.

The CP4 Bosch fuel pump has been in the field since 2008 model year with European OEMs in both 1-plunger (CP4.1) and 2-pluger (CP4.2) configurations. It came to the US market in the 2011 model year used by the North American OEMs. Over the years there have been many failures of this pump due to the plunger rotating in the bore leading to the roller bearing grinding on the cam lobe and sending metal throughout the system. The design of the roller-bearing and cam lobe create inertial force on the plunger to keep it in the proper alignment and it should never rotate if the roller wheel and cam always stay in contact. However, there are situations internal to the pump when there is not enough downforce on the plunger to keep it in contact with the cam lobe. This is the core issue of why these pumps can fail.

Now, let’s discuss the internal operation of the pump. There are three operating modes: MPROP control, PCV control (bleed valve on high pressure fuel rail) and coupled pressure control (CPC). The MPROP is Bosch’s name for the fuel metering inlet valve, this controls how much fuel is delivered to the plunger chamber. During MPROP closed loop control, the PCV is over-closed and MPROP delivers the proper fueling to achieve desired pressure in the fuel rails. This method has been used since 2001 on the CP3 pump and is robust. When the accelerator is released the MPROP closes to decrease flow and the PCV opens momentarily to relieve excess rail pressure as the requested pressure is decreased.

The next mode of operation is PCV control. Here the MPROP is fully open and delivering max fuel to the pump plunger and the PCV regulates the fuel rail pressure in closed loop control by closing only enough to reach the desired rail pressure. The downside to this mode is that the high volume of fuel that is pumped into the rail and then recirculated out thru the PCV consumes a lot of power inside the pump and also generates a higher amount of heat. OEMs generally use the PCV-only control method when fuel temps are cold, in order to heat up the fuel faster. This control strategy is also employed on the CP3 and CP1/CP1H pumps.

On high power-density small displacement applications it is necessary to size the high-pressure pump to meet the fuel flow requirements at rated power. On applications with solenoid injectors there is an additional margin that must be included, due to the constant leakage from the injectors thru the backflow line. However, these small displacement engines have a very low fuel rate at idle which means just a very small flow of fuel thru the metering unit given that the fuel rate is low and also the rail pressure is at its lowest point when idling.

With consideration given to component tolerance, sometimes it is not possible to govern properly via metering-unit only control the rail pressure at idle or when coasting with a max tolerance part. This happens because the metering unit at its very first opening position flows more fuel than is necessary to meet the required demand. In the days of the Bosch EDC16 controller several OEMs would make a switch back to the PCV mode at very low fuel rates including coasting, to let the metering unit be open into a more controllable area.

With the EDC17 era was possible also a new mode called CPC (Coupled Pressure Control). This mode allows to prescribe a desired value for both the metering unit flow and also the rail pressure controlled via the PCV valve, leading both actuators to be under closed loop control via PID-governors (proportial, integral, and derivative components). The purpose of this is to allow the metering unit to operate in a more controllable flow rate but not pay the penalty of power consumption and heat rejection by full PCV mode. You can think of this mode as the PCV one but with lower flow rate thru the metering unit.

The OE calibrations for the EcoDiesel 2014 thru the present (both Gen2 and Gen3) all use this CPC mode as part of their calibration strategy. If you rev the engine while parked with the hood open, as the engine speed comes back to idle is very common to hear a prominent noise akin to gravel in a rock crusher or to an engine with solid lifter camshaft that has an incorrect valve lash. This noise happens as the metering unit flow is varied (via CPC algorithm) thru the pump and generally lasts for a number of seconds, sometimes going away and other times persisting indefinitely.

We surmise that during this transition period of flow rate that the noise is generated by a clearance that forms between the roller wheel and the pump’s camshaft. During normal operation (with the factory calibration), the pump operates in MPROP mode generally when under load but constant makes the transition to the CPC mode in light load and coasting situations. During that transition the MPROP has to make a large change in delivery almost instantaneously, leading to a loss of motion control within the valvetrain of the pump.

In all Green Diesel Engineering tuning we turn off CPC mode for EcoDiesel applications (GEN2 and GEN3). This seems to have significantly reduced potential for the plunger to lift off the cam lobe. Due to a persistent backflow from the solenoid injectors to the tank we find it is not necessary to use the PCV mode for fuel heating. Thanks to additional learning functions inside the software we find it is 100% reliable to run in metering-unit only control in 100% of operation. This eliminates the pump noise you hear in light/no-load transitory operation and offers the least amount of energy to drive pump which aids in fuel economy. Minimizing pressure disturbances internally in CP4 is the best method to maximize fuel pump life and minimize a catastrophic failure.

GDE tunes exhibit a much lower failure rate in the field. The only failures of the fuel system we have heard about entail putting gasoline in the fuel tank, putting DEF in the fuel tank, high water content in diesel fuel or running the system out of fuel (pump loses lubrication).

 

Very interesting read Heavy. I just received the Ford letter this evening after work. I have a 2021F250 6.7L and figured it was coming. I've got about 61k on her and I'm very OCD on maintenance. Draining the fuel water seperator at every oil change and fuel filters at 20k. I've used Howes Diesel Treatment every fill up since I bought it used with 27k. Truck runs absolutely great. FX4 with 3:31 gear set and mileage is very good. 17.5- 18mpg in town and 23+mpg highway.
Its my daily driver after selling my 2014 F150 Ecoboost.
This frickin CP4 Pump thing is like Russian Roulette apparently. Truck runs great, but Its like wait do the Ford Warranty Recalibration Recall or bite the bullet and go aftermarket before it grenades?
Of course this truck like ALL the vehicles I've ever owned NEVER stay stock.
Truck is a Beast. I'm a big fan of Fords and now diesels as this is my first.

 

Whoa, thought I was looking at a picture of mine! Less the bull bar.

I didn't want to play roulette, so I had the S&S DCR installed around 68K. Since everything was opened up to do that job I also had the SPE heater inlet tube kit installed at the same time.

 

Could be getting updated to high output tune.

 

​​​​​​ HO engine is more than just a tune

 

What could be getting such an update???

Won't have anything to do with the recall.

 

I was told after four calls to Ford customer care and my insistence that this is a safety issue as outlined in the Ford letter that Ford make me an offer on a buy back of my 2021 King Ranch, that the software update will speed up the Cp4 which will prevent the build up - I told them "I call BS on this". They hung up. I called back, got a different person but all calls are recorded. I then got an application done for a buyback, which I was "promised" to receive on Monday the 3rd of February. I don't want a buyback but having been in an industry where we reported to and worked with the NHTSA and mentioned some contacts I got a response. My guess is the cp4 will be replaced and they are waiting on parts. Our truck was ordered on March 1 in 2021 and came in on May 15, I don't think it's impacted, however I may pay to have the new pump put in this week as I am 100% positive the buyback will be refused or so bad I won't consider it.

 

A new CP4 will not fix anything. If you're swapping pumps, put in a DCR and be done with it.

 

Thanks.

 

I seriously doubt Ford will give us a new CP4. Probably a software "fix" and if lucky an extended warranty on the CP4. Having said that I would take a new CP4 if it's free because Ford said the ones that failed were replaced with a "better" one. Would prefer a S&S but free is free

 

What is the truthful failure rate of the CP4. What percentage of trucks produced have a failure?

 

There has never been a solid statistic on that.
Guesses have run anywhere from 1.5% to 5%.
But, when you think about how many 6.7 PowerStrokes have been produced since 2010, then that could be 100,000 of them or more.

 

An update on my numerous calls to Ford Customer Care and then onto several so called supervisors. The possible issue with our trucks, mine, was elevated to possible buyout. Received a call yesterday from some supervisor who told me that my factory warranty had run our, 2021, and that in my state law there did not have to be a buyout consideration, so no. Which is pretty much as I had figured.

My question to those on this tread is this: Is everyone using their truck and specifically using it to tow? The Ford mechanic I take mine to has also cared for my previous two Ford 6.7 Super Duties and he advised me not to tow on long trips. I am retired and I volunteer to transport donated RV trailers to those displaced by the floods in NC and or TN. It's a long trip and the whole process is one of timing etc so I have pulled myself from the group until this issue is resolved with the truck.

Thanks.