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- #221
Guessing here. Maybe since other metrics are being monitored, it is known if fuel temp is within parameters?
Fuel Pump recalls - 2020-2022 Models
- OP 🔹 thatdood
- Start date
- Jun 25, 2020
- 6,213
- 10,356
- >>US Army<<
- 2022 F350 CCLB (11/2022)
- 2015 F350 CCLB 225k // 2006 F350 CCLB 280k
Fuel temp for performance...sure it's important, That's why I copied/paste that write up. People don't know how it all works, well now you have a taste.
- Jun 25, 2020
- 6,213
- 10,356
- >>US Army<<
- 2022 F350 CCLB (11/2022)
- 2015 F350 CCLB 225k // 2006 F350 CCLB 280k
Another update to the temps : Seems to be a 20-25* delta compared to ambient temps. For me today OAT was 27* showing 50* fuel temperature for a short run to the store. As I drove a little more the fuel temp increased a little bit.
- Staff 🛡️
- #224
- Jan 23, 2021
- 6,254
- 17,852
- 2022 Iconic Silver F-350 6.7 Tremor Lariat
- Some BMWs & a Ducati 748 Mono
No recall yet for my perfect 2022. 
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- Sep 20, 2023
- 12,776
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- Double Deuce Carbonized Gray F250 Platinum 7.3L Tremor
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May not be related but the exposure this article may bring, could give Ford a wake-up call:
- Nov 22, 2023
- 2,221
- 9,827
- '23 AMB F-350 Lariat Ultimate 6.7
- '25 F-150 Tremor, '21 Land Cruiser, '26 Tesla Model S Plaid
A semi fail since the author doesn't seem to realize the drivetrain warranty is 5/100 on a diesel. If I had issues with a truck I wanted to keep that had 35k on it and I wasn't sure they'd all be covered, I do believe I'd be jumping all over a Ford ESP before 36k hit.
- Jun 23, 2020
- 2,061
- 8,487
- 2020 6.7 F250 Super Duty Tremor Lariat Ultimate BAP
- 2022 KTM 500 EXC-F Six Days
I got my official recall letter from Ford the other day, and from what I gather from reading it, the “software solution” (which in my view isn’t a solution) isn’t even available yet. Why on earth would you put out a recall and describe the problem and solution, without actually having the “fix” ready to go? Seems like multiple levels of stupidity on this one.
- Jun 25, 2020
- 6,213
- 10,356
- >>US Army<<
- 2022 F350 CCLB (11/2022)
- 2015 F350 CCLB 225k // 2006 F350 CCLB 280k
@Sludgemonkey44 : Maybe read this over to get an understanding on the tuning side of things. Not my words, just info I found.
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).
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).
"We admit we have a problem but we need to figure out how we are going to fix it and just wanted to let you know."
- Jun 23, 2020
- 2,061
- 8,487
- 2020 6.7 F250 Super Duty Tremor Lariat Ultimate BAP
- 2022 KTM 500 EXC-F Six Days
Sure seems to be the case.
This has me wondering about a 2022 that I have not affected by the recall. I live in northern Illinois and received delivery of the truck in April of 2022. It is mainly used for pulling car trailer and equipment trailer and only has a little over 6k miles on it. So the truck is not used a lot and sits extended periods of time. Have not had any issues with the truck but the bio diesel siting in the pump and tank has got my attention .
- Nov 22, 2023
- 2,221
- 9,827
- '23 AMB F-350 Lariat Ultimate 6.7
- '25 F-150 Tremor, '21 Land Cruiser, '26 Tesla Model S Plaid
It's a reasonable concern to have. I would suggest avoiding fuel with any biodiesel content at all if possible and using a high quality fuel additive to keep the fuel as stable as possible as the most straightforward precautions to take.
- Staff 🛡️
- #233
- Jan 23, 2021
- 6,254
- 17,852
- 2022 Iconic Silver F-350 6.7 Tremor Lariat
- Some BMWs & a Ducati 748 Mono
Just off the phone with my Ford dealership. As I was scheduling oil/fuel filter changes, tire rotation, and my front axel leak issue, I asked about this recall. I was told my tuck is not affected. Maybe it is just not showing up yet? Maybe I am already running the software. Not sure.
- Feb 8, 2023
- 1,298
- 2,336
- 2024 F350 SRW Lariat 4x4 6.7L 3.55
- 2022 F350 SRW Lariat 4x4 7.3L 4.30 (RIP)
Here's hoping that Iconic Silver Super Duties get the special batch of invincible CP4s.
I can tell you if yours has it or not, just send the vin.
- Staff 🛡️
- #236
- Jan 23, 2021
- 6,254
- 17,852
- 2022 Iconic Silver F-350 6.7 Tremor Lariat
- Some BMWs & a Ducati 748 Mono
Sent.
You are opening up a can of worms!
FYI I got a letter from ford, mine is in the recall, but no software update available yet.
- Staff 🛡️
- #239
- Jan 23, 2021
- 6,254
- 17,852
- 2022 Iconic Silver F-350 6.7 Tremor Lariat
- Some BMWs & a Ducati 748 Mono
I am in the "not it" club. Verified by BroncOh-Baby!
Honestly, I am not confident if Ford knows who is it and who isn't. They don't seem to be very sure of anything pertaining to the cp4 issues. The can of worms comment I believe is if an employee of Ford is releasing unauthorized information or information that at this point is proprietary it could unnecessarily expose Ford to litigation which l believe is going to happen no matter what.I am in the "not it" club. Verified by BroncOh-Baby!
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