I imagine that if we spent some time on the Dmax forums we would hear about some CP3 failures. My question is if it is the failure rate is substantially lower than our K16 pump. I think we can all agree that they sell quite a few more powerstrokes than Dmax so yeah you are probably going to hear more K16 failures.
If we have a higher failure rate is higher on our K16 pump I would like to know different opinions on what is the cause. My opinion, and this is since I have learned that a K16 pump is a better pump, is the failure rate higher because it is just a more complex piece of machinery. I know this is not apples to apples but what is going to fail more a manual cranked window or an electric one? A Caddilac or a Chevy? I guess what is apples to apples is what do you hear more failure on, a 7.3 injector or a 6.0 injector? From what I understand the 7.3 injector is very simple, tried and true where the 6.0's were very complex, new technology that had a higher failure rate.
At first I was not buying the bad fuel/fuel filter idea. Once I got to thinking about it I imagine that any contaminates/water/trash that get past the fuel filters it is magnified exponentially on a system that works at a higher rate/PSI. I would think of it as jumping off a boat a 5 mph probably doesn't hurt that much but if you do it a 50 mph you are going to get F'd up. (If yall cant tell by now I like analogies....... it helps my simple mind relate to things).
I appreciate the posts about the fuel system but I really was hoping I was going to get more response on the heads and head bolts situation. If I was a big wig at Ford and was having all the head gasket issues that they had on the 6.0 I think I would have demanded more head bolts. In my mind this isn't rocket science especially since they knew they were going up to a turbo that would produce more PSI! I am sure someone told them that what they had was more than sufficient in stock form, which is probably true, and that the majority of head gasket failure on the 6.0's was attributed to EGR issues or aftermarket go fast parts, which is also probably true.
Head flow really has me aggravated. If we had CFM #'s similar to the Cummins or hell even the Dmax these motors would be hands down, no questions asked an absolute beast that would put down even more insane #'s than we currently are. Earlier on in the thread someone posted you lose some of the swirl and what not with a higher cfm which could have negative effects. Like I said earlier the only knowledge that I have of heads is with NA gas motors. I know for a fact that I swapped out the heads and intake on my 5.0 fox body mustang with some trickflow heads and intake manifold with the stock compression ratio with just some tweaks to the fuel system and it ran like a scalded ass ape. I also got the same MPG's. Point of the story is I don't see how increasing potential CFM flow could be a bad thing.
