..............and another reason to ONLY buy from a premium retailer.......Shell, 76, Chevron and so on. As you say it's a crap shoot and at least these guys should be OK.What's with the oil companies? In the past two years the quality of diesel has plummeted. We never had these troubles before. Bad diesel. Gosh, filling up at the pump is a crap shoot!
Not good to hear............I use 76 90 percent of the time with Shell and Chevron filling in for the rest. 76 states their cetane is 52.7 and lubricity at or below 480.Yup bad fuel I was told, but what ever they're telling, it's all covered under the warranty. At first they gave me an enterprise rental then after their tech looked at it and they gave me the 2011 A4 to cruise around in. Haven't had to pay a penny yet, except for the gas of course.
About the diesel fuel, I only use 76 and some time chevron when I can't locate a 76 station.
"Gosh, filling up at the pump is a crap shoot! " lol... I know right, I must of been the lucky one, hahaha.
Yes, as are all Duramaxes, and 2003+ (IIRC) Cummins, and the 6.4 PowerStroke.Wasn't the Jeep Liberty a CR? That would be in service prior to the VW CR.
Yes, I am quoting myself. SARCASM! My post was meant to be SARCASTIC! It's not bad fuel. It's the pump and VW won't come out and say it. In other words they are lying to their customers. And VW expects our loyalty? Based on what?What's with the oil companies? In the past two years the quality of diesel has plummeted. We never had these troubles before. Bad diesel. Gosh, filling up at the pump is a crap shoot!
I'll be the first to admit I'm hardly an expert on this kind of thing, but my guess is that if contaminated fuel were the main problem (as opposed a fragile, inadequate design at some point along the line, be it filtration, the pump itself, or something else altogether), the problem would have happened sooner. Maybe not, who knows, like I said, no expert here, but that's what, at least 150 miles?Oh, I used about 1/3 of the tank before this all happened.
I have been meaning to ask about this. I was lucky and found a Southern States that rotates its Diesel tanks at least three (3) times a week as my primary fill location. My back-up is a Sunoco Truck stop. When we travel, only fill-up at Large Truck stops. My 2002 and newer Diesels has had a diet like this from first tank.Yup bad fuel I was told, ...
Exactly what everyone and myself was thinking of.if it really was bad fuel don't you think VW would have told you to call the fuel station instead of covering under warranty? C'mon!!!
I heard from a good source that VW really doesn't know the exact cause of these HPFP failures as of yet. I hear that VW's regional reps are gathering fuel samples throughout to check the specs. In the meantime, VW is covering failures under warranty. The question is, what if they find that the fuel specs are spotty to say the least? Did the fuel get worse since the R&D stage for the CR? How will this effect CR owner's in the future? Or, will it take that class action attorney firm to interject my thought regarding VW not engineering a component to satifactorily meet the environment to which they market? The unfortunate bottom line is that this nightmare is far from over! Later!if it really was bad fuel don't you think VW would have told you to call the fuel station instead of covering under warranty? C'mon!!!
Coming from a diverse working background, I can answer this one for ya. You see, in any business, you have to find the dumbest person employed (Bob for example) and conform your organization/procedure according to how Bob does things. I will spare you the work ethic (or Bob's lack thereof) rant and get too the point.if it really was bad fuel don't you think VW would have told you to call the fuel station instead of covering under warranty? C'mon!!!
The nightmare will become even more horrifying as engines become more complicated.The unfortunate bottom line is that this nightmare is far from over! Later!
I think you are wrong. I know your attempt to analogize a 2.0 tdi designed for fuel economy to a fuel gorging CAFE exempt super duty truck fails to consider the additional lubricity features of gorging fuel .......I don't think it's the pumps, actually, although most other manufacturers are using an older design pump.
I think it's the filtration and water separation.
The modern CR pumps are more sensitive to bad fuel, but both Ford and GM are using the same family of pump as on the US-spec TDIs, and they're not blowing up.
Yep, I heard the same thing about the VW tests. Back in 2003, M-B basically did the same tests. Even with the fuel at the 500ppm max sulfur, they found the lubricity numbers as high as 578 for Chicago and 556 in Denver. This shows that low lubricity is nothing new.I heard from a good source that VW really doesn't know the exact cause of these HPFP failures as of yet. I hear that VW's regional reps are gathering fuel samples throughout to check the specs. In the meantime, VW is covering failures under warranty. The question is, what if they find that the fuel specs are spotty to say the least? Did the fuel get worse since the R&D stage for the CR? How will this effect CR owner's in the future? Or, will it take that class action attorney firm to interject my thought regarding VW not engineering a component to satifactorily meet the environment to which they market? The unfortunate bottom line is that this nightmare is far from over! Later!
M-B and BMW are both using the Bosch CP3.3, though. Previous-gen.I haven't heard of M-B or BMW CR diesel HPFPs biting the dust yet.
So, in other words, chip the thing, and the HPFP will be more reliable? .... [/qoute]
No and No. Please re-read what I wrote.
It has nothing to do with fuel per piston (and I think you are aware of that --- from my prior post). It is total volume of fuel and lubricity from that fuel moving through the pump that differentiates these engines (and which makes your original argument --- wrong). Please don't tooefr this around again and again and again ......bhtooefr said:.....Alternately, you could bypass the metering valve, and then rely on the pressure relief valve on the rail, to guarantee maximum flow through the HPFP.
Still, the trucks aren't pushing THAT much more fuel per piston of the HPFP - about 200 hp per piston, instead of 140 hp.