When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Here is a pic of the FRP (fuel rail pressure) reading after getting the DCR conversion. This is about 2+ hours into 3hr drive. I notice more fluctuation in readings than prior the conversion and a lower reading. Both these readings were at 70-71 mph cruise control set basically level highway.
I'm not sure that there was a change in pressure between the two (one being better than the other). If you look at the commanded pressure requested the CP4 and DCR are both holding up to what's requested of them.
Here is a pic of the FRP (fuel rail pressure) reading after getting the DCR conversion. This is about 2+ hours into 3hr drive. I notice more fluctuation in readings than prior the conversion and a lower reading. Both these readings were at 70-71 mph cruise control set basically level highway.
Originally Posted by JoeUser
I'm not sure that there was a change in pressure between the two (one being better than the other). If you look at the commanded pressure requested the CP4 and DCR are both holding up to what's requested of them.
I'm not sure that there was a change in pressure between the two (one being better than the other). If you look at the commanded pressure requested the CP4 and DCR are both holding up to what's requested of them.
No idea but was curious if a difference would be seen. This was same location of road when reading was done, only difference early morning vs late afternoon. Probably doesn't make a difference at all between pumps. Just throwing it out there of my curiosity. 🤪
Unless your RPM was exactly the same between the two testing conditions, requested pressure will vary (other factors come into play as well, I'm sure).
As far as the two requested readings you posted for CP4 vs DCR, they're not that different (enough to be alarmed about), and the only way you could scientifically compare is in a controlled environment (not what appears to be the same driving conditions on different days and/times).
The point I was trying to make is that they're both providing what's been requested of them. There's obviously some condition that's different with the reading for the DCR, in that your fuel demand is less at the time you took the readings snapshot than when you did with the CP4.
No idea but was curious if a difference would be seen. This was same location of road when reading was done, only difference early morning vs late afternoon. Probably doesn't make a difference at all between pumps. Just throwing it out there of my curiosity. 🤪
Could also be the DCR has more volume so lower pressures are required.
Could also be the DCR has more volume so lower pressures are required.
Not sure what it might or not be "but" hedging my bet for not getting a $10-12k bill for replacing the entire fuel system. 😉
EDIT.... FROM HERE... https://ssdiesel.com/dcr/#:~:text=DU...%20FUEL%20PUMP
"The DCR can provide a max fuel delivery of 1,250 mm3 per revolution (25% more than a CP4.2), producing plenty of flow for worn injectors that have high return."
The Ford 6.7L CP4 to DCR Pump Conversion is backed by a two-year, unlimited-mile warranty.
Not sure what it might or not be "but" hedging my bet for not getting a $10-12k bill for replacing the entire fuel system. 😉
EDIT.... FROM HERE... https://ssdiesel.com/dcr/#:~:text=DU...%20FUEL%20PUMP
"The DCR can provide a max fuel delivery of 1,250 mm3 per revolution (25% more than a CP4.2), producing plenty of flow for worn injectors that have high return."
The Ford 6.7L CP4 to DCR Pump Conversion is backed by a two-year, unlimited-mile warranty.
There you go. Providing more volume requires less pressure. IOW I wouldn't worry if the pressure readings arent 1:1 with a CP4 since they are not !:! to each other
There you go. Providing more volume requires less pressure. IOW I wouldn't worry if the pressure readings arent 1:1 with a CP4 since they are not !:! to each other
I didn't remember it was slightly more volume untill looking again and would explain a less pressure reading.
I didn't remember it was slightly more volume untill looking again and would explain a less pressure reading.
After observing the pressures with my DCR for the past month, and comparing to what the CP4 nominally read, this makes a lot of sense. I, too, noticed slightly lower pressure differences (but not anything to worry about). Good information!
Looks like mine, except my SNAPP filter hanging there minus the new fuel line hose and new stainless line there with extra port... good luck with it Rat...
I'll assume that is the way the line comes from S&S then?
Looks like mine, except my SNAPP filter hanging there minus the new fuel line hose and new stainless line there with extra port... good luck with it Rat...
I'll assume that is the way the line comes from S&S then?
Just picked up a 2019 6.7 and been looking jnto this. Saw people talking about a CPX pump option from River City Diesel that is also supposed to be good option and not as expensive as the DCR. Any feedback or experience from the community here on this one?
Just picked up a 2019 6.7 and been looking jnto this. Saw people talking about a CPX pump option from River City Diesel that is also supposed to be good option and not as expensive as the DCR. Any feedback or experience from the community here on this one?
No experience with it but it's a $1k and a $200 core charge. You're halfway there in price for a DCR and no worry of another CP4 blowing up. If you don't want to spend the money, get the $400 S&S Gen 2.1 disaster kit and have insurance for if/or when the CP4 goes, then you'll just need another HPFP instead of the whole system. If you decide on the CPX, then you'll already have the DPK in place. Just my two cents. YMMV.
