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i watch the video a few times and I didn’t interpret that.
Which crank are you talking about
When then pump locks up and the timing goes out of whack. He talks about it specifically @ the 10:59 mark. Actually says the pump can split in 2 because of the forces and the timing go out of sync.
I keep hearing of $10k, $15k and more - as much as $19k for the repair and I think this is this reason for the price difference when the engine suffer this timing malfunction.
Just my .02.
edit to add:
the 7:02 mark he explains the forces on the pump and the possibility of the crank slipping timing.
I also find it odd that they never disclose this in the marketing of the pump going back a few years now.
I looked at it again and I didn’t get any inference to crankshafts , positions and valves. Maybe I was up to late last night.
The 6.7 has an electronically controlled fuel system.
even if the cp4 compression stroke was out of phase….it wouldn’t lock up anything…there is a fuel pressure returns system out side of the cp4 that will send unused pressure back to the tank.
I've had the DCR for almost a month now, and no issues at all. Other than the pump being a little quieter than the CP4, no difference in pressure performance that I can tell. If someone snuck a DCR under my hood without telling me, I would've never known it was replaced.
I didn't realize that the cam shaft was lubricated like it is (and cam surface floats on oil, like an engine crank or piston rod bearing), without watching that video. That's terrific, means no metal-to-metal contact under operation, so the pump should last forever (compared to the bucket and cam design of the CP4, which almost seems primitive in comparison).
I took these pics of live data of my CP4 Sunday night before dropping the truck off to get the DCR conversion done. Should have it back today.
The drive was almost 3 hours and with a pic of just starting out and near end of drive. Pretty consistent. On my way back I'll get a couple pics to see if it's basically the same with the DCR.
I looked at it again and I didn’t get any inference to crankshafts , positions and valves. Maybe I was up to late last night.
The 6.7 has an electronically controlled fuel system.
even if the cp4 compression stroke was out of phase….it wouldn’t lock up anything…there is a fuel pressure returns system out side of the cp4 that will send unused pressure back to the tank.
There are inferences to the crank slipping due to the pump locking up throughout the video - @ the 5:00 minute mark he goes over it again in detail. Typically when cranks slip the rest of the upper engine suffers increased catastrophic malfunction.
@ the 5:37 mark Dave says they 6.7's are prone to slipping and they go as far tig welding them in order to prevent them from slipping when they rebuild them. The SnS guy at that point specifically mentions valves and pistons colliding and the resulting failures due to it "ending up with a wrecked engine".
I took these pics of live data of my CP4 Sunday night before dropping the truck off to get the DCR conversion done. Should have it back today.
The drive was almost 3 hours and with a pic of just starting out and near end of drive. Pretty consistent. On my way back I'll get a couple pics to see if it's basically the same with the DCR.
Looking forward to hearing your experience with the new pump.
Makes me wish I would've done the same measurements pre- and post-install, myself. But, hindsight, and too many other distractions around the time I had the work done.
One thing I did do, however, is keep the CP4 and its plumbing. Just in case of breakdown and unavailability of a replacement DCR (for whatever remote reason). I keep it in a plastic tub in the bed of the truck, along with other emergency parts (spare fuel filters, oil, coolant, etc.).
I went with the DCR. I don't have any warranty coverage at this point anyway. If Ford tries to deny the warranty, the words Magnuson-Moss Warranty Act might help: "According to the FTC, using aftermarket or recycled/re-manufactured parts doesn’t void a vehicle warranty."
Interesting how SnS marketed the DPK as the holy grail prior to the DCR being released. In their latest video - while their pump is sitting on the bench next to Bosch's CP4 that fella says that the crank can still lock up and run the valves into the top of the pistons.
i watch the video a few times and I didn’t interpret that.
Which crank are you talking about
The timing gear on the crankshaft is press fit, no keys to lock it to the crank. The camshaft is the middle gear which then drives the pump. If the pump locks up, it locks the camshaft which can cause the crank gear to slip on the crank and throw the timing off. It can then lead to interference and cause valve to piston contact and break the engine. Rebuilt engines will usually tig weld the gear to the crank to prevent this from happening, however, that can lead to other things being destroyed should the CP4 fully lock. So, Catch 22.
The timing gear on the crankshaft is press fit, no keys to lock it to the crank. The camshaft is the middle gear which then drives the pump. If the pump locks up, it locks the camshaft which can cause the crank gear to slip on the crank and throw the timing off. It can then lead to interference and cause valve to piston contact and break the engine. Rebuilt engines will usually tig weld the gear to the crank to prevent this from happening, however, that can lead to other things being destroyed should the CP4 fully lock. So, Catch 22.
Yes this is what I got out of the video. As I said earlier the repair costs are all over the map, some as much as $18k. I always wondered why the costs varied so much. The video filled in the blanks as to why this was.
Video below gets into the extra kicker costs of the grenading when the valves slam into the pistons.
Interesting how SnS marketed the DPK as the holy grail prior to the DCR being released. In their latest video - while their pump is sitting on the bench next to Bosch's CP4 that fella says that the crank can still lock up and run the valves into the top of the pistons.
You now have that option... but when I bought my Gen 2 kit when it first came out a few years back at least, the DCR wasn't even known about yet, even if they were in testing phase at that point. i just installed it later because i put the pro in procrastinate.
I saw that video... good video.
When my CP4 goes, hopefully later than sooner... then I'll go with a DCR. But I'm completely satisfied have my disaster kit installed in the meantime.... YMMV.
Last edited by Overkill2; Nov 7, 2024 at 09:10 AM.
Reason: Correct post
You now have that option... but when I bought my Gen 2 kit when it first came out a few years back at least, the DCR wasn't even known about yet, even if they were in testing phase at that point. i just installed it later because i put the pro in procrastinate.
I saw that video... good video.
When my CP4 goes, hopefully later than sooner... then I'll go with a DCR. But I'm completely satisfied have my disaster kit installed in the meantime.... YMMV.
Yes I get it and don't blame you. I am in the scheduling phase for my 21' for DCR. I can't justifying doing this twice DPK then DCR when the 2nd option will likely protect the entire mill. Pay once cry once. Lol
Yes I get it and don't blame you. I am in the scheduling phase for my 21' for DCR. I can't justifying doing this twice DPK then DCR when the 2nd option will likely protect the entire mill. Pay once cry once. Lol
Yep... understood...
Besides... not my money.
Last edited by Overkill2; Nov 7, 2024 at 09:24 AM.
Reason: Add to post
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