I apologize if this has already been posted and discussed but, I just saw the video on the new SPE CP3 Conversion Kit. It looks like a pretty nice alternative to the S&S conversion pump.


The SPE CP3 Conversion is listed at $2,500.00 so pretty competitive.

I'm gonna have to do some more reading/researching the installation process.

A 'pump' upgrade is next on my modification list.

Mike

 

I don't like the SPE design as it loads the CP3 pump internal bearings with the serpentine belt tension. Not a good design.

Also this guy talks about the bucket roller can spin and cause internal failure which is true, but doesn't say this particular issue has been resolved in the 2020+ trucks, now that the bucket rollers are pinned preventing the rotation failure.

 

Cp3 is going backwards

I had a cp3 on my prior truck and it had metal particles problems just like the cp4 and there is no way of putting a disaster prevention kit on a cp3

Best bet if you want out of the cp4 is to get the dcr


also, you can’t put a cp3 on a 6.7 if you have dual alternators

 

Here's the S&S's video response;

Mike

 

Thanks guys! Good to know!

Great info!

Mike

 

LOL... Why do you keep saying your 6.4PSD had a CP3 pump, unless you removed the factory Seimens pump and installed the Bosch CP3. Having said that, the Seimens was failure prone unlike the Bosch CP3 that was about as reliable as an anvil.

 

Truthfully, I think this video nails it, in response to a CP3 being transplanted in a 6.7 Powerstroke as the primary fuel pump that would be belt driven. If there's damage to the cam bushing in a secondary dual fueler set up, what's going to happen to it when it's the primary pump in a hard used work truck or even a daily driver?

I have to side with the S&S guys on this. DCR all the way.

 

Dude, the cp3 was never available on the 6.4... it was was siemins k16 which did have a failure mode similar to a cp4, not as common but did happen.

A cp3 out of the box is a downgrade in fuel pressure but does deliver more volume.

Personally after getting great service out of a cp3 on my old Cummins I am partial to them. I also have more faith in Bosch staying in business longer than stanadyne.

Worst case, looks like we have two pretty solid options to replace the cp4 if we want.

 

Good video and explanation of the cp3 into a 6.7 with possible issues down the road.

 

I'll never recommend that CP3 kit. Your money is MUCH better spent on a DCR. I've installed quite a few of them and have yet to have a customer complain. Everything you need comes in the kit and it bolts into the factory location. It's simply the best plug and play option for a high pressure fuel pump upgrade.

 

Curious how the CP8 pump will be. I suspect this will be Ford's next fuel pump and curious will it be downward compatible with the CP4 setup on our trucks.

 

Found this for FYI from here. Seems to me that while not admitting there is an issue with the CP4 and the use of American ULSDS fuel, redesigning it seems to point to that maybe it wasn't a widespread problem (and being unable to differentiate from owner error i.e.: DEF or gasoline added to the tank), it points to the idea that the pump design could be made more robust and less prone to damage while not taking out the entire fuel system if it did fail.



TDR: The CP8 looks identical to the CP4.2. But it’s different inside?​
​
Ram/Cummins: Correct. While the CP8 may look the same, the internals are different with improved pumping and roller elements along with isolated-loop fuel lubrication. In partnership with Bosch and with Stellantis, this pump has gone through significant testing and vast improvements. We’ve developed new tests that not only helped revalidate the older CP3 that has been used since 2003, but also helped validate the new CP8. The tests are run with out-of-specification conditions to ensure we are validating beyond what coud be seen in application.​
​
TDR: I understand one of the validation tests of the CP8 was called the “Killer Test” where the pump was fed worst-case fuel (with contaminants) under the worst conditions, testing the pump until it failed. Can you elaborate?​
​
Ram/Cummins: The test is run with out-of-specification fuels, out-of-specification fuel temperatures, as well as pump speeds and pressures that are not possible in application. The equivalent of operating for thousands of miles under the most severe temperatures with the poorest of fuel. It was created to ensure that the fuel pump in a Ram would have the robustness and durability that Cummins is known for.​
​
TDR: What re-engineering resulted from this broader, much more intensive validation testing of the CP8?​
​
Ram/Cummins: The Bosch CP8 is a new fuel pump. The roller and shoe design that was in the old pump has been redesigned to a pinned roller-tappet architecture. Another major difference is the lubrication circuit of the CP8. It’s an independent circuit from the one that feeds the injectors. The fuel used for lubrication goes through a filter, then to the pump, lubricates the rotating pump internals, exits the pump and goes back to the tank. The fuel that comes into the pumping elements, feeding the rail and the injectors, is a separate circuit. So, fuel going into the pump no longer runs in series, it runs in parallel.

 

Yeah my understanding is the cp8 bifurcated lube and high pressure fuel. Basically baked in a dpk, I am assuming it re-routes through the secondary filter.

 

Good points and totally agree. Only question is how long will Stanadyne going to be around?

 

But we can ask this about any business...?