Longevity of the detuned 6.7 Powerstroke

I have yet to experience it, what I read a lot about on the ford forums is people tuning their trucks and having issues. running longer periods without dumping their separators and having problems add in going longer periods on filter changes, but why does ford not want to cover it, because they state in the manuals the service intervals.

Like I said I have yet to experience it personally, but I go by the schedules and leave my truck as it was when it left the factory.

1jeep wrote:
You'll only hear the stories about fords 6.7 fuel pump doom and gloom from ram owners, they apparently have the incite on how long the they last. My previous 2011 went over 100k miles with no issues on pure luck...im sure the one on my new ford will implode any minute.

Uh, OK the problem doesn't exist :R

4x4ord wrote:
Ford is claiming much confidence in their udgraded 6.7

http://www.dieselarmy.com/news/all-new-power-stroke-v8-for-ford-f650-and-f750-gets-detailed/

The small Isuzu 3 Litre engine, gets a B10 rating of 310,000miles for the Isuzu Pickup and a B50 of 500,000 miles for use in their smallest truck.

You'll only hear the stories about fords 6.7 fuel pump doom and gloom from ram owners, they apparently have the incite on how long the they last. My previous 2011 went over 100k miles with no issues on pure luck...im sure the one on my new ford will implode any minute.

If the pumps are all destined to premature failure we should be hearing story after story of pump failures as the 2011 Ford and GM trucks are getting higher miles on them.... it doesn't seem to be happening yet and there is likely many 2011s out there with 200k miles on them. I guess if and when the failure rate starts to escalate we will be able to make a judgement as to when we replace our pumps. I saw an outfit advertising the updated 2015 pump for around $1000.

You are hearing less because they revised the design to not wear as fast. It was not a bad batch to begin with, that was how the pump was designed. It uses the fuel as a lubricant. The US has lax fuel standards alol wing a lot of fuel being sold stateside to be far below minimum scar rating for the 4.2. Bosch has redesigned them for drier fuels, but the fact remains it will wear out and you won't know it until it's wiped out the entire fuel system. IS that at 60k? 100k? 150k? 200k? Nobody knows, not even Bosch. If you know the scar rating of the fuel you use they can likely give you a rough estimate of how many hours they expect their pump to last before failing.

Do you plan on replacing your CP4 every 80-100k just in case? Do you trust it not to fail between the time your warranty is up and you trade/sell?

As for not happening, last fall my FIL is a shop foreman for a oil field company. They lost a PSD last fall to this. FORD wouldn't own up to the problem and stuck them with the bill.

I am a realist. The long block of any of the modern Diesel should last 500k. It's all the stuff on and around that diesel that wont. Fuel pumps and emissions equipment included. I just don't consider a 10k repair bill when the CP4 pump does go down to be considered a minor repair.

drittal wrote:

4x4ord wrote:
Here is a Link to a page that describes some of the engine upgrades. The injection pump has been addressed. Somewhere I've read that the new pump has a longer stroke.

Unless Bosch found a way to keep the insides of the 4.2 pump inside it, all they have done is made it more resistant to wear. In the end, all HPFP will eventually fail. The question remains when. The difference is a CP3 keeps it's insides inside. You replace the pump and go on with life. A CP4 eventually disintegrates and pushes all that metal through the fuel system before you ever know there is a problem. End up replacing the entire fuel system.

My personal belief is that there was something wrong in the manufacturing process of the CP 4.2 pump. A handful of pumps (initially about 4%) were destined to premature failure. I believe Bosch corrected what ever it was that was allowing for those pumps to be built without disclosing the actual flaw so they wouldn't have to admit fault. If the pumps were all destined for failure the failure rate would be growing at an increasing rate as more pumps get out there with higher mileage. It seams to me the opposite is true....as time goes on I am hearing less of failing pumps. In fact, I have yet to run into a single person who has experienced a pump failure. I suppose, so long as the pumps normally last over 500,000 miles someone who plans on putting a million miles on their truck could have a new pump installed at the 500,000 mile mark as preventative maintenance.

"The motor will be available in three power levels, starting at 270 horsepower and 675 pound-feet of torque, which Ford touts as the best in-class standard offering available. The middle child will output 300 ponies and 700 lb-ft, while the top-spec version of the motor will offer 330 horsepower and 725 pound-feet of torque. Ford points out that the half-million mile B10 rating is based on the highest output version of this new engine."

4x4ord wrote:
Here is a Link to a page that describes some of the engine upgrades. The injection pump has been addressed. Somewhere I've read that the new pump has a longer stroke.

Unless Bosch found a way to keep the insides of the 4.2 pump inside it, all they have done is made it more resistant to wear. In the end, all HPFP will eventually fail. The question remains when. The difference is a CP3 keeps it's insides inside. You replace the pump and go on with life. A CP4 eventually disintegrates and pushes all that metal through the fuel system before you ever know there is a problem. End up replacing the entire fuel system.

Bedlam wrote:
When I bought my Class 5 last year, the 6.7 PSD was putting out 300 hp and the 6.7 CTD was putting out 325 hp. What is interesting that they are now offering three different tunes for the Class 6 and 7 trucks. Seeing the low numbers in both Ram's and Ford's real working trucks just reaffirms to me tuners are for mall crawlers and racer boys - Not for people seeking a reliable working tool.

Most FICM issues in the 6.0 PSD were due to insufficient input power delivery due to low/weak batteries or poor contact at the connectors, although some failures were traced to ambient heat issues. EGR or oil cooler failures require replacement of both units to prevent cascading failures. What I have just written about the 6.0 has been well documented since at least 2006 and there should be no excuse for any shop to do only half the repair job resulting in repeated failures. Although there was Ford tune on the this engine, it was not their design. I doubt any of the 6.7 PSD shares components with the earlier engines.

Another issue with the FICM started when Ford changed the software to increase FICM voltage. They were having issues with cold weather warmup and increased the FICM voltages so it would warm up faster.

My FICM issues started at about 80,000 miles. My overheating didn't start until 20,000 miles later.

I know that Ford produced some of the replacement parts that were reengineered. There's an improved oil cooler, new springs in the fuel pressure regulator, and the EGR cooler are all upgrades by Ford. I would hope that they learned from the Navistar issues and have fixed some of the problems.

I think that a lot of the 6.0 issues were because they were just starting to put pollution controls on the diesels. I thought I had waited long enough for them to work out the issues before I bought mine in late 2006.