I will soon be taking delivery on a F350 6.7 that I plan on using as my tow vehicle during retirement. I have had both the 6.0 and 6.4 diesels during the past twenty years. Any real need for the CP4 kit?

 

You will get lots of answers on this, I will share my OPINION.
First, the kit does NOTHING to prevent the pump from failing.
The concept is that when the pump fails it can send debris through the HP (high pressure) fuel system requiring replacement of the injectors and all the HP fuel lines and cleaning out the rest of the entire fuel system.
The kit separates the fuel return from the bottom of the pump, where it is used to as a lubricant, and sent it back to the tank instead of it returning to the top of the pump to be pressurized.
while I understand this concept I see no proof that debris still can't get to the HP system when the pump fails.
To me there can be particles get by the piston and /or cylinder when the pump has a catastrophic failure.
The failure is so rare I have not seen a actual documented case of the pump failing with thr kit installed and not needing to replace the HP components.
Like I said, my opinion, but at this time I don't see it as anything that gaurentees that you still won't contaminate the HP system, and for sure does NOTHING to prevent a pump failure.

 

The pump WILL fail because of the design and the lack of lubricated fuel in the US. The prevention kit is cheap insurance. Are the kits perfect, no.

 

Again, the kit will do NOTHING to prevent the pump from failing, it MIGHT change what all needs to be replaced if/when there is a failure.
I also do not agree with the fact that it will fail and actual data backs that up.
If it was as big of a problem as some make it sound there would be broke down Ford Trucks on every street and the dealerships would be full of broken trucks waing for new pumps.
just think about the total number of Ford 6.7s on the road. If even 1% had that problem it would be thousands of truck broken down in every state,
Like I said it is only my opinion, anyone can take it or leave it.
If someone decides the cost of the kit and instslll is worth the posibility of saving the injectors, that might be ready to be replaced anyway, then they should do it.
For me I don't see any gaurentee that it will save anything.
lastly, I still.belive the number one reason for pump failure is bad fuel, especially water.
In 2017 the trucks got a much better fuel filter system with a lot more water stripping capacity, and from what I have seen, that and the pump upgrades in 2015 have made the pumps even more reliable.
But I will admit, if the pump was out for any reason, or other work was being done that made to pump easy to access, adding the kit would be a lot more cost effective.
Again, just my opinions

 

Spending $400 to save a $10k repair bill is easy math for me.

 

The $400 is only for the the kit and no labor, the $10,00o is for parts and labor, and that is the high side of the repair.
Add in that you WILL still need to pay for the replacement of the pump when it fails so the only difference is the cost of the injectors and the rails and lines.
still a cost savings, but not near what you posted.
Between adding in labor to install the kit, then the labor and parts that will still be needed to replace the pump, IF the injectors and HP system actually didn't get contaminated, it will be lass than half of that.

 

Sorry double post

 

A kit is easily installed by the user. Complete fuel system replacement, not so much. I'll always recommend a prevention kit unless the customer has a CP3 installed.

 

CP3? Don't you mean cp4?

 

Nope, a CP3 swap is the long term solution.

 

confirm...does not prevent pump failure.....depending on the product....there are different levels of protection

failures occur for various reasons to include rotation of the bearing cup

legacy DPK. these are the original kits and all their copy cats. 1) protects against large particles provided the fuel line that feeds the roller bearing does not get backed up....if it gets backed up...then zero protection is provided. 2) secondary protection relies on the vehicles filters. 3) the combination of DPK and vehicle filters will not protect sub 5 micron particles. the injector nozzle uses 6 micron holes.

new gen 2 s&s DPK. . 1) protects against large particles provided the fuel line that feeds the roller bearing does not get backed up (this solution adds about 1ft of tube length which is not likely to back up)....if it gets backed up...then zero protection is provided. 2) secondary protection relies on a new return filter rated at 2 microns . 3) the combination of this DPK and vehicle filters will not protect sub 2 micron particles. the injector nozzle uses 6 micron holes.

new gen 2 SPE DPK. . 1) protects against large particles provided the fuel line that feeds the roller bearing does not get backed up (this solution adds about 1ft of tube length which is not likely to back up)....if it gets backed up...then zero protection is provided. 2) secondary protection relies on a new return filter rated at 20 microns . 3) the combination of this DPK and vehicle filters will not protect sub 5 micron particles. the injector nozzle uses 6 micron holes.


in all of the above...choices are do you pay 10K plus for an entire fuel system upon a failure or do you pay 400 now for a DPK and reduce the long term cost upon a failure.

 

Is there a CP3 conversion? I thought I understood it didn't fit the Ford motor.

 

We haven't built one yet.

 

Any ETA? That would be a game changer.

 

No ETA yet. We are swamped. Maybe a 2021 goal, maybe a 2022 goal. Thanks for asking.