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I'll answer briefly, but I'm sure Chuck will answer at one point. It appears to have been a one off and not a common problem. There should be no reason to not use the prevention kit with the Exergy valve.
Agree it was a one off. I am running both and have made several cross country trips with them both installed. I do still favor the S&S Diesel DPK over the other but may be partial as that is the one I used on mine
Last edited by cjssr; Oct 1, 2019 at 06:51 PM.
Reason: Forgot to mention brand I used and favor
I was gonna go with Accurate Diesel for 2 reasons- the CARB issue, and the fact that they have had these kits for at least 3 years or so now. S&s has them on their site with a date of May 2019. I was just thinking Accurate was either the inventor, or had been selling them longer than anyone else. Any specific reason you’re going with them?
Because their kit has a two year warranty when most do not say anything about one in their description. I found one that had a one year warranty. Not saying that the others did not have any warranty, but that's what I saw through my own research. Their instructions, IMHO, are better than most.
There are a bunch of ex Bosch engineers who started the company. I don't have personal experience with them. I just liked what I saw.
As mentioned, this was a one off. Just a couple things to add.
1st is that this is not for the faint of heart. While ‘the book’ says 5 hours, you’re realistically looking at a days work. Changing just the module and installing a DPK is significantly less work than replacing the pump.
If you are going with the 15+ pump, grab a belt, now is a good time to replace it.
Next is, if you choose the DPK route there’s no going back as you have to cut the factory fuel line. I will add that Phil from Exergy was pretty surprised that I was also putting a DPF kit in. The thought was why expose your delivery system to the shrapnel from a pump that self destructs? The screen on the Exergy module should stop the shrapnel from going any further than the pump. Exergy did test their module with a DPF and said from a delivery perspective it’s fine.
Another thing to consider is that since the entire top of the engine needs to be torn off, if you are ever planning to replace the turbo, now is the time. Just keep in mind if you have an 11-14 and are replacing the turbo with a 15+ I have been told you will need a 15+ pump and will have to tune the engine when finished.
Last thing to keep in mind is inspect all the o-rings carefully and lubricate them before you install them. The variances are extremely tight.
Well folks, I'm happy to report that the debacle has ended. I have a 2015 CP4 pump, and Exergy module, new fuel lines and the sensors on the fuel line; no DPK. Took everything apart and inspected the 2 places Exergy said to look. The o-rings looked fine. We did see a ware spot (see picture) on the DPK in 1 of the spots Exergy said the problem was probably occurring. I called Exergy when the truck was apart and asked if I could replace the slightly used Exergy module that is in the 1st pump with the one in the new pump they sent. They gave me the "ok" to do that. So now we don't know if it was the DPK that was bad or the Exergy module that was bad. Exergy asked me to send them the DPK, their new pump with the slightly used Exergy module in it and they will test the setup in their lab to see if they can determine where the problem is. I wanted to go overboard on protection having the Exergy module and a DPK. I totally am not going to tear the truck apart again and put a new DPK in. It's life with a '15 CP4 and an Exergy module to protect the injector system.
Also looks like no tuning is needed when putting a '15 pump in a '11 - '14. Truck is running perfectly. Brought it up to temperature, jumped on it, went through the gears 2nd to 6th each at it's little over 3,000 RPM shift point and no CEL. Thanked everyone at the shop, was all smiles and then drove home through town 20 - 35 mph in 90 degree heat. Turned onto a side road, jumped on it again going up a fairly substantial hill, 3rd to 4th and 4th to 5th at it's a little over 3,000 RPMs shift point and it did fine. Took a bit longer to get up to the 3,000 RPM + shift point pushing itself up the hill. Ran out of hill to get it from 5th to 6th. No CEL, I'm satisfied we resolved the issue.
At some point I will tear the '13 CP4 pump apart to see if my debacle was warranted. Going to wait a bit and let the new pump, new fuel lines, the sensors in the new fuel lines and the Exergy module settle in a bit. Once I start tearing the old CP4 pump apart, it's not going back together.
Also want to think the folks here for their suggestions, well wishes and willingness to help - thanks folks!!
hey chuck names Dave I have a 16 f350 and just put on an xdp prevention kit and I’m getting a p228f code for fuel pressure too high was wondering if you ever got a definitive answer from xdp about what’s happened. We reused the stock mprop and I’m thinking that may be the problem any help would be great gonna start a new thread too if I can beings I’m new here
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