True, but when I checked yesterday there were fewer Ford documents than appear when I checked today. They were probably doing a doc dump at that time.
Redacting is a manual and labor intensive process with a lot of back and forth between the two parties. That's my guess as to what's slowing things down; NHTSA requested a whole bunch of data.
I've been wondering the same thing.
Just one more thing to have to add to your fuel. Now you need biocide to prevent a hpfp failure.
I don't know why the dealer would contribute changing the fuel filter with the hpfp failing. Athough I have thought that maybe the priming procedure could force metal particles already in the hpfp into areas of the pump that may precipitate a failure. But who knows. I really can't see where priming would be any different than the pump in operation other than the internal parts would be moving. Maybe in operation the fuel flow is different enough than when priming and no internal parts are moving except the return fuel pressure relief valve. Beats me......................they fail when they fail. So much for the 2011 hpfp being any more "robust".
Did they ever make a note on the invoice?
If running dry or pumping air bubbles is really the issue (which could be) then the real fix is to change the design of the fuel system to automatically purge itself every time you turn the key (using the electric in-tank pump to do it). It would probably require an additional strategically-placed solenoid valve and extra hoses.
Why would they change this in the first place ? It is of my understanding that all previous TDI's primed the fuel system wjen the key cycled . My guess was to make it a service item that " only the dealer can do" !!!! It seems they don't know the proper procedure to do it even tho it was designed not so owner friendly / serviceable !!!
According to Specalot, he felt I had what looked like BIO waste in my pictures of my fuel filter swap that shared with him.
Yea, get us some lubricity additive so we can all get our wear scar down to 240 to 300 on the fuel we burn. lol.
That fuel sending unit is basically like the fuel sending unit in previous MY.Although there are some differences. I just noticed that the pump on the 12' Passat is now a "gear pump" instead of a "roller cell pump" that was used in the previous CBEA/CJAA fuel sending unit. The other thing is that the fuel line for aux heater has something hanging on the end of it. Don't know what it is as I have yet to look at a 12' Passat fuel sytem in the flesh. Maybe its a small elec. heater to heat fuel within the fuel sending units bucket which is where your supply fuel comes from.You mean something like this;
If you get a chance to get the model of the new pump.You will need mirror to see it.It's on the bottom thanks.B5 would ensure adequate lubricity. What do you mean?I we know now B5 doesn't help at all.
T Girl has been burning B5 fuel,but still had a hpfp failure. I also wonder about bio diesel's specs. Here is a pic of bio from a well know source. Both bottles from the same source,but evidently different batches.
Just because she had a failure when using B5 and you found a bad batch of biodiesel does not mean that ASTM spec, uncontaminated B5 won't provide more than adequate lubricity for any diesel.