Hey guys, we run a 2018 6.7 in our business that runs emergency calls. I like to do what I can up front to prevent unplanned down time. The truck has been great, normal maintenance but it has 150K miles and I am thinking about a pump replacement. I am very up to speed on the DCR and DPK options. At this point I do not fully trust the DCR, I am a big fan of S&S and really I am impressed with the quality of the products but I am not ready to jump to a DCR yet. I want to see data showing what peak forces are required to turn a loaded (pumping fuel) DCR pump vs a CP4, until I see that I am not feeling great about driving an different pump off a pressed on crank gear. I have emailed S&S and was surprised they did not have this data, but they said they were going to do some testing and put a video out.

Anyway to make a long story short, I am thinking about putting a 2020 pump in with the pinned buckets and a DPK at this time. So a couple questions, my ford dealer is not helpful. If I order a replacement pump for a 2018 is the pump updated with the pinned buckets or do I need to order a 2020 pump? If I do install a 2020 pump, is everything plug and play? Does the metering valve need to be swapped?

Thanks

 

For what its worth, at 150 miles on the truck and you plan to swap the pump to keep it worry free..........why go back to the dreaded CP4? When its all said and done, do the entire job with the DCR and never look back. My '17 has 92k on it, I recently put in a DCR and it was plug and play. $2500 vs $15,000 made sense to me.

 

the 2020+ pumps have in and out reversed so you will also need a new line set.

11 thru 19 replacement pumps are not pinned.


but my take is if you put in a DPK, and some type of high pressure requested vs actual monitoring you would be in pretty good shape. as you probally know...S&S drove a worn basically failed CP4 for hours on a truck that had a s&S dpk

 

Yeah, I also don't see the benefit of swapping one CP4 for another.

If your not comfortable with the DCR, I would just do the DPK, run a lubricity additive (a good one) and keep on trucking. I know RCD has the CPX which is basically a dressed up 2020+ pump if you really want to do that but to me that doesn't move the needle enough.

SPE also has the CP3 swap kit which is belt driven if that makes you feel better. I know some people have reservations about the longevity of the CP3 being accessory belt driven however the counter point to that is dual CP3 kits for the Duramax, Cummins to even the 6.4 PSD all run belt driven secondary injection pumps and I haven't heard of any failures in those set ups.

 

Thank you got the information about the line set, I was not aware. In my personal truck I am running a S&S DPK along with monitoring D vs A pressure to keep an eye on the health of the pump. On the business truck I am considering a pump swap on, multiple drivers will not watch pressures like you and I would.

 

While I am impressed with the engineering at S&S, there are still things that at a smaller company like that is not able to do from a durability verification standpoint. The fuel lines for example, Ford would run long term durability testing with high frequency accelerometers on the lines to understand what conditions are worse case and if they will live on this engine. They also have access to climatic chambers or can thermally shock/cycle the lines to engineer high pressure lines with the best chance of not cracking down the road. Does S&S know that the DCR pump does not overload the press fit crank gear at all operating conditions? While there are many DCR pumps in service at this point, there are way more CP4's many with hundreds of thousands of miles. At this point in time, I am not sure that the DCR provides on overall increase in reliability even though I really really want it to.

One more example for you, I installed a DPK on my personal truck. While towing, the T in the S&S DPK fuel line blew off while going down the road. I was very lucky that I was able to coast off the side of the road, and not catch fire. I installed a part to try to make my truck more reliable and here I was sitting on the side of the road. Not only that, I starved my cp4 of fuel once the fuel line blew off. S&S was great, they sent me out a new "updated" T fitting with larger barbs to prevent this leak, but this was missed originally.

So for now, I feel most confident in the OEM parts even if it is the dreaded CP4 pump. A new CP4 is 1100 bucks, so I am considering installing a fresh pump as crazy as that sounds.

 

Just keep in mind, the technician doing the work can introduce contamination into the system causing a failure of the new pump/ high pressure system that may have never happened with the old pump lots of bigger than 4 micron dust sitting in every nook, cranny and high pressure line fitting waiting to jump in and cause chaos. The old adage about the 3 levers comes to mind: every machine has 3 important levers... Lever A, Lever B, and leaver the F alone!

 

My understanding is the DCR has been around for ten years plus and made by Stanadyne, S&S approached them with a mounting system for the 6.7 Power stroke. The fuel lines meet and exceed oem specs. Check out their web site, tons of info and data. https://ssdiesel.com/?gad_source=1&g...xoCAC8QAvD_BwE

 

That is a new one on me.... And it's amazing. Definitely stealing that.

 

LMAO... Another good one

 

I recall the CPX design separates the cam/bucket fuel from the fuel that goes to the injectors to prevent fuel injector contamination if the pumps grenades and has pinned buckets. Based on internat activity this pump appears to not have gained much traction.

 

This! 👆🏻. Actually you should call S&S and get your answers. Stanadyne makes these pumps for S&S. S&S They have done lots of testing on bench and real world. There is lots of vids talking about and showing how the pumps have been designed and tested over the years.

 

Thanks guys, I have called S&S and I have watched every video they have put out. I also understand this is a Stanadyne pump. I need to see more data before I am ok with my press fit crank gear spinning a pump that Ford didn't spec for this application. I am just not ready to jump in yet, S&S has informed me they are doing testing now and will be providing a video. I am watching this pump closely.

 

Probably the best advice given yet!

 

If your concerned about the DCR and the pressed on crank gear, don't be..............it is a ton better for this gear alone. When I removed my CP4 I laid it next to the DCR, on the bench I could not rotate CP4 shaft, but on the DCR it rotated with ease. S&S mentions this too in one of their videos, that this feature will eliminate a "spun" crank gear vs a CP4.