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Only problem with the HSM kit is that filter is only 10 microns, so it's really of no benefit other than higher fuel flow. I have one, but I also have a FASS with 2 micron filters on the unit, more or less the only thing that upper filter I have from HSM is a fuel distribution block, it doesn't do much else.
I sent an email to H&S about using the Cat filter that is 2 micron that I posted a link on in one of these threads. They don't me they don't recommend it because it didn't match the specs or something like that. I shot an email back.I never checked their response yet.
I'm not thinking of going w the H&S at all. I was posting for info. Every time a Motorcraft filter kit is bought, you'd be paying all that money just for the DFCM, for my truck anyhow, filter.
I hear you on the FASS system. I want to go with the AFE system which states it uses a 1 micron filter. I'll assume you have the FASS on your 14 then.
I sent an email to H&S about using the Cat filter that is 2 micron that I posted a link on in one of these threads. They don't me they don't recommend it because it didn't match the specs or something like that. I shot an email back.I never checked their response yet.
I'm not thinking of going w the H&S at all. I was posting for info. Every time a Motorcraft filter kit is bought, you'd be paying all that money just for the DFCM, for my truck anyhow, filter.
I hear you on the FASS system. I want to go with the AFE system which states it uses a 1 micron filter. I'll assume you have the FASS on your 14 then.
yes sir, the Fass is on the 2014. The 2016 hasn’t gotten too much (anything) for upgrades due to current work insecurity.
This one is 2 micron and other forum members indicate that the element would fit the HSM setup.
but, from my airdog days....I would run air dogs 2 micron 3 seasons and there 10 micron during the winter. I never did a cold weather flow test to see if there was really any flow difference.
This one is 2 micron and other forum members indicate that the element would fit the HSM setup.
but, from my airdog days....I would run air dogs 2 micron 3 seasons and there 10 micron during the winter. I never did a cold weather flow test to see if there was really any flow difference.
Ok, I got a reply back after I stated the spec for the Cat filter was 2 micron. This is what I got back.
"I'm not sure where everyone keeps getting the 2 micron spec for that particular filter. I have researched the 150-4142 filter extensively, including speaking directly with the CAT, and everything shows it at >10 microns (see my attachments). The correct CAT rating would be a "high efficiency" or "ultra high" rating. The 150-4142 is only "standard" and not intended for common-rail injection pumps or injectors. The factory spec for that filter is 4-5 microns and the Baldwin is a 4 micron filter. "
Modern fuel injection systems require fuel be free of both particulate and water contamination. Baldwin spin-on fuel filters keep fuel clean and engines running at maximum efficiency.
PART NUMBER:
BF7967 MICRON RATING:
4 Nominal; 15 Absolute
PRODUCT TYPE:
Fuel Spin-on
THREAD SIZE:
3/4-16
OUTSIDE DIAMETER:
3 3/32 (78.6)
LENGTH:
3 31/32 (100.8)
INCLUDES:
I. Gasket: [1] Included
APPLICATION:
Hino Trucks
COMPATIBLE COMPETITOR PART NUMBER:
Hino 23401-1510, S23401-1510 Reset Attributes
If you want my opinion and the way it looks, probably. But I'm not the expert here. According to those pics, it does look like the 150-4142 filter is not a 2 micron rated filter.
From blackmarketperformance.com filter #150-4142
MAYBE SOMEONE WITH MORE KNOWLEDGE ON THIS WILL CHIME IN IF THIS IS WRONG.
Last edited by Overkill2; Dec 25, 2020 at 09:59 AM.
Reason: Add to post
I agree. Sure, you'd be saving money on the engine filter, but for us 11 to 16 guys, it makes no sense to pay for two filters and only use one plus buy the Baldwin filter. Not sure how it works for you 17+ guys with the filters.
Only thing i have to say is the nominal vs absolute rating.
For example that Baldwin
4 micron nominal means 50% of the time it catches particles of that size or larger
15 micron absolute means 97-100% of the time it will catch particles 15 microns or larger
It's hard to find definite specs on the 6.7 factory filters, hence why I tend to air on the side of caution and only run Motorcraft in my truck with stock fuel system.
I agree with using the factory Motorcraft fuel filters. I also agree that adding another filter to the fuel system wouldn't hurt either. I want to rid my stock fuel system of the air in an attempt to make the HPFP and injectors as long as possible.
Rumors are that RAM has gone back to an updated CP3 for the 2021 model year. Nothing confirmed or denied yet. Could just be the updated CP4.2 that others have mentioned for Ford. The Denso that GM switched to in 2017 has been doing well so far.
For the first time in the Duramax engine’s history, GM parted ways with Bosch for its fuel system and ECM needs. On the L5P, a Denso HP4 injection pump replaces the Bosch CP4.2 found on the LML. The pump is still located at the front of the lifter valley, but the HP4 uses three high-pressure cylinders vs. two, incorporates a filter screen on the pump’s inlet for added safety (from debris and other contaminants) and benefits from an electric in-tank lift pump supplying it with 55 to 60 psi of fuel at all times (another first for a Duramax). On top of all of these standard benefits, the HP4 pump is capable of operating at 36,000 psi without issue. The aftermarket is going to have a lot of fun with this pump.
The Injection Pump chosen for the L5P is Denso’s HP4. This injection pump is drastically different than the Bosch units found on older trucks. It has three high-pressure cylinders, a filter screen that catches debris/particles at the pump’s inlet, and it’s supplied a steady stream of fuel from the first in-tank lift pump found on a factory Duramax. That’s right, the L5P Duramax comes from the factory with a built-in lift pump. This improves longevity of the injection pump because it takes a significant work load off of it. On previous engines, the injection pump would have to both pressurize fuel for the injectors and siphon fuel from the tank. This was in-efficient and often caused problems on trucks with any sort of performance modifications.https://www.dieselpowerproducts.com/...d-fuel-related
Model year 2017 marked some major changes for the Duramax fuel systems, and because of this, its no surprise that there were no critical changes made to it for the release of the 2020 model years. In case you weren't aware of any of these changes, lets recap some of the highlights. The fuel system featured on the L5P could best be described as a 100% complete overhaul compared to the previous 16 consecutive model years (2001-2016). First and foremost, a fuel pump from the factory. That's right, the main cause for fuel starvation, especially on modified Duramax engines, has been addressed with the addition of a factory lift pump. And we'd say its about time, as every single other manufacturer realized this years ago. Next, you won't be seeing any Bosch insignia on your fuel system.
Again, since 2001, they've been in bed with Bosch to deliver the high pressure fuel via common rail (and later piezo) injectors and a high pressure CP3 or CP4 injection pump. Well, GM and Bosch apparently had a divorce and Denso came knocking. The Bosch CP4 found on the LML engines has been replaced by a Denso HP4 that should eliminate the countless failures of the CP4. Why? Many would attribute the failures to the roller tappet design that would self destruct at the presence of any air where the HP4 uses a much more robust solid lifter design that is also a substantially simpler design. As previously stated, Denso is also supplying the injectors with a solenoid type that replaces the Bosch piezo units found in the 2011-2016 model years. This move wasn't necessarily due to a high failure rate of the piezo injectors, more so because the solenoid type work more cohesively with the HP4 and the rest of the fuel system.
Again, these are merely the highlights of the move from Bosch to Denso with basically every other facet of the injection system changing in some degree, as well. Now, the question at hand, what's to be improved from this system? Well, time will tell as far as the true weaknesses, but for those looking to produce power levels above stock, there is definitely room for improvement. While a lift pump has indeed been integrated from the factory, its output is sub par and will need an upgrade to allow for fuel delivery to match most of the programmers on the market. The HP4 is absolutely more robust than a CP4 in terms of durability, but again, not capable of delivering sustained rail pressure for maximum power potential.
The issue, for now, based of all the material I can find is that nothing else really fits where our CP4 is, for retrofitting another pump in place of the CP4.
Like has been said before, I'm hoping I'll have no issues with the Cp4 but that fact that the design allows for the massive destruction/repair bill and Father Ford could deny the warranty work due to contaminated fuel...
Let's say they do cover it, or insurance does, I'd rather not have my brand new-to-5-yrs-old truck torn apart to replace my entire fuel system when the issue could have been resolved from the get-go.
I digress... Will deal with it IF it happens but still, it's a little ridiculous that the part was even put into the system, with or without a fail-safe/catch can/filter between the pump and the rail/engine.
Will be interested in the results of the class-aciton lawsuit with Ford over the CP4 but I'd rather them retrofit a pump that resolves the safety issue with the CP4, instead of the payout/whatever the lawsuit brings.
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For the first time in the Duramax engine’s history, GM parted ways with Bosch for its fuel system and ECM needs. On the L5P, a Denso HP4 injection pump replaces the Bosch CP4.2 found on the LML. The pump is still located at the front of the lifter valley, but the HP4 uses three high-pressure cylinders vs. two, incorporates a filter screen on the pump’s inlet for added safety (from debris and other contaminants) and benefits from an electric in-tank lift pump supplying it with 55 to 60 psi of fuel at all times (another first for a Duramax). On top of all of these standard benefits, the HP4 pump is capable of operating at 36,000 psi without issue. The aftermarket is going to have a lot of fun with this pump.