DCR conversion complete.
Super Moderator
Joined: Dec 2011
Posts: 13,308
Likes: 6,081
Or had you read enough about other's CP4 failures, and decided on a DCR to avoid those fates?
What model year truck did you install it on (I vaguely remember that you have a newer truck than your signature indicates, but I can't remember how much newer)?
Was the truck that you installed the DCR in still under the factory engine warranty?
If so, walk us through your thought process on making the leap to the DCR prior to warranty expiration. If you have a thread on this already, please link it.
I think a lot of conservative 6.7L owners with newer trucks still under warranty are torn between keeping their fuel pump bone stock, versus avoiding the inconvenience of fuel pump failure, even if all the necessary repairs are covered. Then there are the stories about when coverage is denied to add to the decision matrix. It is an interesting dilemma to grapple with.
Equally interesting is the type of owner who decides to go for it. There are those who delete from day one, and do all sorts of modifications on a whim... and there are those who never deviate from OEM. Many of us fall between those two extremes, leaning toward one side or the other, but when those leaning toward the latter group (OEM only) decide to swap out their CP4 for a DCR while still under warranty, that is notable.
Super Moderator
Joined: Aug 2008
Posts: 37,379
Likes: 1,863
From: Frederick, MD
Did your CP4 fail, or accumulate more than 100K miles?
Or had you read enough about other's CP4 failures, and decided on a DCR to avoid those fates?
What model year truck did you install it on (I vaguely remember that you have a newer truck than your signature indicates, but I can't remember how much newer)?
Was the truck that you installed the DCR in still under the factory engine warranty?
If so, walk us through your thought process on making the leap to the DCR prior to warranty expiration. If you have a thread on this already, please link it.
I think a lot of conservative 6.7L owners with newer trucks still under warranty are torn between keeping their fuel pump bone stock, versus avoiding the inconvenience of fuel pump failure, even if all the necessary repairs are covered. Then there are the stories about when coverage is denied to add to the decision matrix. It is an interesting dilemma to grapple with.
Equally interesting is the type of owner who decides to go for it. There are those who delete from day one, and do all sorts of modifications on a whim... and there are those who never deviate from OEM. Many of us fall between those two extremes, leaning toward one side or the other, but when those leaning toward the latter group (OEM only) decide to swap out their CP4 for a DCR while still under warranty, that is notable.
Or had you read enough about other's CP4 failures, and decided on a DCR to avoid those fates?
What model year truck did you install it on (I vaguely remember that you have a newer truck than your signature indicates, but I can't remember how much newer)?
Was the truck that you installed the DCR in still under the factory engine warranty?
If so, walk us through your thought process on making the leap to the DCR prior to warranty expiration. If you have a thread on this already, please link it.
I think a lot of conservative 6.7L owners with newer trucks still under warranty are torn between keeping their fuel pump bone stock, versus avoiding the inconvenience of fuel pump failure, even if all the necessary repairs are covered. Then there are the stories about when coverage is denied to add to the decision matrix. It is an interesting dilemma to grapple with.
Equally interesting is the type of owner who decides to go for it. There are those who delete from day one, and do all sorts of modifications on a whim... and there are those who never deviate from OEM. Many of us fall between those two extremes, leaning toward one side or the other, but when those leaning toward the latter group (OEM only) decide to swap out their CP4 for a DCR while still under warranty, that is notable.
good morning, my CP4 was in fine shape. I did it proactively and wanted it for piece of mind. I put this in my 2021 F450 at 64K miles and 1401 engine hours. I still have the factory warranty up to 200K miles and geico bumper to bumper to 100K miles.
I have seen enough to be able to take the plunge plus I know some diesel techs who have done it to their own trucks and having nothing but good things to say. I think it is worth the gamble even with the factory warranty still there and I assume that if an injector or turbo goes out I will be fine. But I can also assume that there maybe a bit of an issue with the DCR being in place but I feel the motor is pretty good to take that gamble.
I did not delete due to having to comply with DOT. Otherwise I probably would. I know some that can do it in a heartbeat and they keep asking me.
FTE Legend
Joined: Mar 2017
Posts: 31,882
Likes: 9,176
From: Western NY
good morning, my CP4 was in fine shape. I did it proactively and wanted it for piece of mind. I put this in my 2021 F450 at 64K miles and 1401 engine hours. I still have the factory warranty up to 200K miles and geico bumper to bumper to 100K miles.
I have seen enough to be able to take the plunge plus I know some diesel techs who have done it to their own trucks and having nothing but good things to say. I think it is worth the gamble even with the factory warranty still there and I assume that if an injector or turbo goes out I will be fine. But I can also assume that there maybe a bit of an issue with the DCR being in place but I feel the motor is pretty good to take that gamble.
I did not delete due to having to comply with DOT. Otherwise I probably would. I know some that can do it in a heartbeat and they keep asking me.
I have seen enough to be able to take the plunge plus I know some diesel techs who have done it to their own trucks and having nothing but good things to say. I think it is worth the gamble even with the factory warranty still there and I assume that if an injector or turbo goes out I will be fine. But I can also assume that there maybe a bit of an issue with the DCR being in place but I feel the motor is pretty good to take that gamble.
I did not delete due to having to comply with DOT. Otherwise I probably would. I know some that can do it in a heartbeat and they keep asking me.
Myself, since I just daily drive my truck and would likely do just that with a new or newer truck if I was to ever get another newer one, I would more than likely add an S&S Gen 2.1 kit on and like the 16, just replace the CP4 with a DCR if or when the CP4 blew. But that would also change if when I'm retired and if the wife and I were to want to go cross country with a camper, then yeah, I'm thinking I would proactively replace the CP4 with a DCR... just thinking out loud.
More Turbo
Joined: Jun 2021
Posts: 663
Likes: 352
Did your CP4 fail, or accumulate more than 100K miles?
Or had you read enough about other's CP4 failures, and decided on a DCR to avoid those fates?
What model year truck did you install it on (I vaguely remember that you have a newer truck than your signature indicates, but I can't remember how much newer)?
Was the truck that you installed the DCR in still under the factory engine warranty?
If so, walk us through your thought process on making the leap to the DCR prior to warranty expiration. If you have a thread on this already, please link it.
I think a lot of conservative 6.7L owners with newer trucks still under warranty are torn between keeping their fuel pump bone stock, versus avoiding the inconvenience of fuel pump failure, even if all the necessary repairs are covered. Then there are the stories about when coverage is denied to add to the decision matrix. It is an interesting dilemma to grapple with.
Equally interesting is the type of owner who decides to go for it. There are those who delete from day one, and do all sorts of modifications on a whim... and there are those who never deviate from OEM. Many of us fall between those two extremes, leaning toward one side or the other, but when those leaning toward the latter group (OEM only) decide to swap out their CP4 for a DCR while still under warranty, that is notable.
Or had you read enough about other's CP4 failures, and decided on a DCR to avoid those fates?
What model year truck did you install it on (I vaguely remember that you have a newer truck than your signature indicates, but I can't remember how much newer)?
Was the truck that you installed the DCR in still under the factory engine warranty?
If so, walk us through your thought process on making the leap to the DCR prior to warranty expiration. If you have a thread on this already, please link it.
I think a lot of conservative 6.7L owners with newer trucks still under warranty are torn between keeping their fuel pump bone stock, versus avoiding the inconvenience of fuel pump failure, even if all the necessary repairs are covered. Then there are the stories about when coverage is denied to add to the decision matrix. It is an interesting dilemma to grapple with.
Equally interesting is the type of owner who decides to go for it. There are those who delete from day one, and do all sorts of modifications on a whim... and there are those who never deviate from OEM. Many of us fall between those two extremes, leaning toward one side or the other, but when those leaning toward the latter group (OEM only) decide to swap out their CP4 for a DCR while still under warranty, that is notable.
ARod from Powerstroke Tech Talk installed it since I felt like he had the most experience with the pump installs and his attention to detail is second to none. So far i'm at 7000 miles on the DCR but have only towed with it once since the install. Everything is performing flawlessly.
Super Moderator
Joined: Dec 2011
Posts: 13,308
Likes: 6,081
@gSwift @senix
Thank you for your insights into how you weighed the odds and risk factors in your decision to have the CP4 proactively replaced with the DCR.
I keep getting pestered about this same decision for a fleet of 2019 through 2022 cab chassis 6.7L. I keep saying NO, as all of the trucks have seen Ford dealership shop time for various failures under warranty, although none were fuel system related. It is difficult to predict where the line of "cause and effect" will be drawn. I also purchased extended warranties for a couple of those trucks (through Granger, before Granger stopped selling the ESP plans in CA).
The mental hurdle that I haven't yet been able to clear in my own decision process is that the DCR is assumed to be more reliable, based on not having the physical characteristics of the CP4. Not based on 200,000 miles in service, because there does not appear to be any DCR that has been in service for that number of miles, much less a statistically significant sample of the same.
Most of the DCR installations I have read about have less than 15,000 miles on the DCR installation. Most of the CP4 failures I have read about didn't happen until after 65,000 miles.
So the DCR kind of appears to me like a new hire who seems perfect in every way during the interview and first year on the job. But who knows how that employee will be performing in 3 years. That is the crystal ball work. The weighing of risks and odds, based on notions and predictions. Then again, ANYONE seems better than the employee who had to be fired. So there's that.
Thank you for your insights into how you weighed the odds and risk factors in your decision to have the CP4 proactively replaced with the DCR.
I keep getting pestered about this same decision for a fleet of 2019 through 2022 cab chassis 6.7L. I keep saying NO, as all of the trucks have seen Ford dealership shop time for various failures under warranty, although none were fuel system related. It is difficult to predict where the line of "cause and effect" will be drawn. I also purchased extended warranties for a couple of those trucks (through Granger, before Granger stopped selling the ESP plans in CA).
The mental hurdle that I haven't yet been able to clear in my own decision process is that the DCR is assumed to be more reliable, based on not having the physical characteristics of the CP4. Not based on 200,000 miles in service, because there does not appear to be any DCR that has been in service for that number of miles, much less a statistically significant sample of the same.
Most of the DCR installations I have read about have less than 15,000 miles on the DCR installation. Most of the CP4 failures I have read about didn't happen until after 65,000 miles.
So the DCR kind of appears to me like a new hire who seems perfect in every way during the interview and first year on the job. But who knows how that employee will be performing in 3 years. That is the crystal ball work. The weighing of risks and odds, based on notions and predictions. Then again, ANYONE seems better than the employee who had to be fired. So there's that.
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More Turbo
Joined: Jun 2021
Posts: 663
Likes: 352
@gSwift @senix
Thank you for your insights into how you weighed the odds and risk factors in your decision to have the CP4 proactively replaced with the DCR.
I keep getting pestered about this same decision for a fleet of 2019 through 2022 cab chassis 6.7L. I keep saying NO, as all of the trucks have seen Ford dealership shop time for various failures under warranty, although none were fuel system related. It is difficult to predict where the line of "cause and effect" will be drawn. I also purchased extended warranties for a couple of those trucks (through Grainger, before Grainger stopped selling the ESP plans in CA).
The mental hurdle that I haven't yet been able to clear in my own decision process is that the DCR is assumed to be more reliable, based on not having the physical characteristics of the CP4. Not based on 200,000 miles in service, because there does not appear to be any DCR that has been in service for that number of miles, much less a statistically significant sample of the same.
Most of the DCR installations I have read about have less than 15,000 miles on the DCR installation. Most of the CP4 failures I have read about didn't happen until after 65,000 miles.
So the DCR kind of appears to me like a new hire who seems perfect in every way during the interview and first year on the job. But who knows how that employee will be performing in 3 years. That is the crystal ball work. The weighing of risks and odds, based on notions and predictions. Then again, ANYONE seems better than the employee who had to be fired. So there's that.
Thank you for your insights into how you weighed the odds and risk factors in your decision to have the CP4 proactively replaced with the DCR.
I keep getting pestered about this same decision for a fleet of 2019 through 2022 cab chassis 6.7L. I keep saying NO, as all of the trucks have seen Ford dealership shop time for various failures under warranty, although none were fuel system related. It is difficult to predict where the line of "cause and effect" will be drawn. I also purchased extended warranties for a couple of those trucks (through Grainger, before Grainger stopped selling the ESP plans in CA).
The mental hurdle that I haven't yet been able to clear in my own decision process is that the DCR is assumed to be more reliable, based on not having the physical characteristics of the CP4. Not based on 200,000 miles in service, because there does not appear to be any DCR that has been in service for that number of miles, much less a statistically significant sample of the same.
Most of the DCR installations I have read about have less than 15,000 miles on the DCR installation. Most of the CP4 failures I have read about didn't happen until after 65,000 miles.
So the DCR kind of appears to me like a new hire who seems perfect in every way during the interview and first year on the job. But who knows how that employee will be performing in 3 years. That is the crystal ball work. The weighing of risks and odds, based on notions and predictions. Then again, ANYONE seems better than the employee who had to be fired. So there's that.
It truly is a crap shoot when it comes to the CP4! My brother-in-laws 2011 6.7 has over 400k original miles on it and he treats and beats the truck to death. He's never drains the water/fuel separator, has only had the fuel filters changed once since his ownership, doesn't change the oil frequently at all, just adds to it. I mean the truck couldn't have had a more abused and neglected life, yet it still runs and gets worked daily. Now he just bought a 2019 450 Limited and will treat it the same and I can't help but to feel like there's no way he can get that lucky twice. lol
Mountain Pass
Joined: Nov 2018
Posts: 249
Likes: 21
Did you have any warning sign when the cp4 was starting to fail? If it did fail did it mess up any injectors or the rail? I did read hard starts but can you monitor fuel rail pressure etc. what unit would be best to monitor those perimeters? I saw AFR has a digital display that you plug into your obd2 and it monitors 25 parameters.
FTE Legend
Joined: Mar 2017
Posts: 31,882
Likes: 9,176
From: Western NY
@gSwift @senix
Thank you for your insights into how you weighed the odds and risk factors in your decision to have the CP4 proactively replaced with the DCR.
I keep getting pestered about this same decision for a fleet of 2019 through 2022 cab chassis 6.7L. I keep saying NO, as all of the trucks have seen Ford dealership shop time for various failures under warranty, although none were fuel system related. It is difficult to predict where the line of "cause and effect" will be drawn. I also purchased extended warranties for a couple of those trucks (through Granger, before Granger stopped selling the ESP plans in CA).
The mental hurdle that I haven't yet been able to clear in my own decision process is that the DCR is assumed to be more reliable, based on not having the physical characteristics of the CP4. Not based on 200,000 miles in service, because there does not appear to be any DCR that has been in service for that number of miles, much less a statistically significant sample of the same.
Most of the DCR installations I have read about have less than 15,000 miles on the DCR installation. Most of the CP4 failures I have read about didn't happen until after 65,000 miles.
So the DCR kind of appears to me like a new hire who seems perfect in every way during the interview and first year on the job. But who knows how that employee will be performing in 3 years. That is the crystal ball work. The weighing of risks and odds, based on notions and predictions. Then again, ANYONE seems better than the employee who had to be fired. So there's that.
Thank you for your insights into how you weighed the odds and risk factors in your decision to have the CP4 proactively replaced with the DCR.
I keep getting pestered about this same decision for a fleet of 2019 through 2022 cab chassis 6.7L. I keep saying NO, as all of the trucks have seen Ford dealership shop time for various failures under warranty, although none were fuel system related. It is difficult to predict where the line of "cause and effect" will be drawn. I also purchased extended warranties for a couple of those trucks (through Granger, before Granger stopped selling the ESP plans in CA).
The mental hurdle that I haven't yet been able to clear in my own decision process is that the DCR is assumed to be more reliable, based on not having the physical characteristics of the CP4. Not based on 200,000 miles in service, because there does not appear to be any DCR that has been in service for that number of miles, much less a statistically significant sample of the same.
Most of the DCR installations I have read about have less than 15,000 miles on the DCR installation. Most of the CP4 failures I have read about didn't happen until after 65,000 miles.
So the DCR kind of appears to me like a new hire who seems perfect in every way during the interview and first year on the job. But who knows how that employee will be performing in 3 years. That is the crystal ball work. The weighing of risks and odds, based on notions and predictions. Then again, ANYONE seems better than the employee who had to be fired. So there's that.
Super Moderator
Joined: Dec 2011
Posts: 13,308
Likes: 6,081
If you're concerned about the service life of the DCR, you should contact S&S and ask about how many approximate miles in total the fleet of test trucks put on because it sounded like they did extensive testing on the prototype DCRs before putting these into production and started selling them.
Yet consumers still seem able to inadvertently "field test" the already "professionally tested" products, and find failures.
Time and number of products, in the real world proving ground of regular folks who have no intention of testing the products, and just merely want to use them, offers the most statistically significant indication of a product's reliability... with all due respect to the product developers who bend over backwards to get it right before release.
Lead Driver
Joined: Feb 2005
Posts: 7,942
Likes: 2,652
From: The Great State of Texas
Every manufacturer does extensive testing in product development and pre-production.
Yet consumers still seem able to inadvertently "field test" the already "professionally tested" products, and find failures.
Time and number of products, in the real world proving ground of regular folks who have no intention of testing the products, and just merely want to use them, offers the most statistically significant indication of a product's reliability... with all due respect to the product developers who bend over backwards to get it right before release.
Yet consumers still seem able to inadvertently "field test" the already "professionally tested" products, and find failures.
Time and number of products, in the real world proving ground of regular folks who have no intention of testing the products, and just merely want to use them, offers the most statistically significant indication of a product's reliability... with all due respect to the product developers who bend over backwards to get it right before release.