Diesel baws…F250 Fuel pump - CP4 edition

Some, from the little bit I've looked into it they recommend being pretty religious on your fuel filter changes and draining your water trap(every 10k miles) on the 6.7 for this reason. Even still it sounds like the filtration isn't the best, moisture in the fuel causes corrosion in the fuel pump, then little chunks of metal make their way through the fuel system and eventually trash the injectors resulting in the whole fuel system needing to be changed.

I'm at 164k on my '12 6.7. No problems yet. What's the cost on a fuel pump change?

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Some people also swear that your insurance company would cover the cost of the full fuel system replacement but I'm not really willing to bank on my insurance company not leaving me high and dry on that one so I've been considering just getting the prevention kit for safe measures.

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why would/should an insurance company cover this?

eta: instead of a prevention kit when you're alredy high mileage, why not just go with a fuel pump change and be set for probably the remainder of your time w truck? You still will need a new pump with prevention kit?

Well, it's true that if the pump goes, that can approach 10K to repair.

As for it being very common between 150K - 200K, I don't think you'll find a lot of evidence to support that.
Water (or DEF) in the fuel is the most common culprit and that can happen at any mileage or with a newly replaced pump.

Absent fuel contamination, I doubt there's significant "normal" wear on a pump in that mileage range to cause a catastrophic failure so you can change it preemptively to feel a little better but I don't believe it dramatically reduces your chances of total failure.

Acknowledging that they can and do fail regardless of age, there are a couple of options to prevent damaging the rest of the fuel system. There are "Disaster Prevention" kits that re-route fuel flow to save the injectors, etc. and Exergy makes an MPROP metering valve that supposedly helps prevent the major damage as well.

Based on my research, I'd probably do the MPROP over the DPK. Much simpler install. The MPROP itself is <$300 or you can get a whole pump with the MPROP on it for ~$1200. I only have 85K on my 2017 so I haven't done anything with it yet. Will probably do the MPROP early next year once I get some other projects out of the way...

It's an F-250...... When are we gonna get smarter than this. Everything on them is twice the price and problem. Somehow we still buying and defending them. 90% of us only pull something once a month if that above f-150 payload capability.

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There are "Disaster Prevention" kits

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I have a hard time believing that actually works.

Good info here, will have to look into this MPROP. My first thought was just have a new fuel pump installed but apparently that will not be enough due to contaminants in the fuel.

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not overly sold on the application of it

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There's no way they can actually work. They "work" by re-routing return fuel straight to the tank. It hinges on the premise that no debris is generated between the bore and plunger during a failure event, and that the dinky return filter captures all the debris before hitting the tank. This also assumes that the failure is not a result of corrosion in the system and if you ask Ford, a wholeeeeeeeeeee lot of these failures show corrosion in the rail and debris in the injector, most likely from DEF in the fuel or very poor fuel quality.

So, if you only had a plunger roller failure, and the filter actually caught all the debris, and no debris was generated on the pressure side of the pump AT ALL, than you would have saved yourself a little money. You'd be replacing the pump, some plumbing, and the filter. You would still need to inspect the full system to verify that it actually worked and that expense is still going to be very high. The best case is you save yourself injector and fuel rail replacement, and that will only occur if there's zero debris present on the high pressure side of the system.

I'm not familiar with that system. It look like a replacement, much finer mesh strainer on the metering valve inlet? If so , I don't see how that would work either. If there is debris piling up right there, the pump will just blow the screen out and all you've accomplished is pump some extra trash through the rail.

I'm not intimately familiar with the Ford CP4 pump. I'm just firmly in the "change your filters and don't put DEF in the fuel" camp of CP4 pump longevity.

This is what I did on mine. Several of us have 120K+ mile 6.7's with the CP4 and haven't had an issue caused by the pump itself, although our local shop says they have seen it a time or two. The only one I was involved with was bad fuel, and the station covered it. That being said I plan to replace my pump at the 100K mark, more so to make myself feel better. Just something that goes along with racking up miles on the newer diesels I suppose.