| Topic Review (Newest First) |
| 12-06-2019 02:52 PM | |
| crazyrunner33 |
Europe doesn't have issues with the CP4 not because of lubrication, but fuel quality. The TDIs have had the high rate failures for the CP4, but only in the US. Pump builders who play a lot with those engines have noted that CP4 failures correlated with rust in the injectors, water is what killed them. As one of the pump builders noted, they believe the CP3 is a downgrade to the CP4(people are swapping to the CP3 on TDIs), but the loose tolerances on the CP3 allows for water to pass through without issue. From what they've seen, you just need a good water separator and the white bottle of diesel purge (the anti gel additives combat water). It's worth noting that the industrial version of the new ISB is using the CP3. Some suspect that Dodge wanted to save a few dollars and run the CP4, but it's my understanding that it's more expensive to make the CP4. If you're concerned about getting water in your fuel, stick with a CP3 truck. Otherwise, service your water separator religiously and add the white power service bottle if you have any hesitation about that cheap fuel station you found. It's worth noting that the same builder I've mentioned as seen no failures on the older CP4 pumps when using the white bottle of power service. Another part manager for a VW shop has noted that they haven't seen any CP4 pumps on the 2015 model year. VW worked out the kinks on these things 4 years ago and Cummins had a chance to watch others fail long before that and test it out on the V8. |
| 12-06-2019 10:43 AM | |
| ofelas |
So that's why they tell me I'll live long.... Quote:
Originally Posted by steve05ram360
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"the brighter the bulb, the shorter the life..." (or something like that) |
| 12-06-2019 10:41 AM | |
| steve05ram360 |
Quote:
Originally Posted by the man in black
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People make the claim that it's because the cp4 runs at 30 or 32k psi. The cp3 runs at 28k. Is that really that big of a difference? Also they dont always run at those pressure 100% of the time. They run much lower the majority of the time. Only hit max when needed which for many grocery getter putt along trucks is never. "the brighter the bulb, the shorter the life..." (or something like that) |
| 12-06-2019 10:33 AM | |
| Zinga |
Quote:
Why not just dump some 2 stroke oil in there and not worry about it?
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| 12-06-2019 10:28 AM | |
| the man in black |
460m isnt a limit. Just a recommendation for European fuel. Our standard is 520m. Also if I'm not wrong the cp3 and all CR injectors dont like rust/water/gas/def/whatever either. So if the fuel or water separators are that inadequate why dont they also fail more often? People make the claim that it's because the cp4 runs at 30 or 32k psi. The cp3 runs at 28k. Is that really that big of a difference? Also they dont always run at those pressure 100% of the time. They run much lower the majority of the time. Only hit max when needed which for many grocery getter putt along trucks is never. |
| 12-06-2019 10:17 AM | |
| steve05ram360 | Why not just dump some 2 stroke oil in there and not worry about it?... I think I mentioned earlier (not sure if its in this thread or not) I did this with a DPF equipped TDI w/o issues over 50K + miles... |
| 12-06-2019 09:33 AM | |
| 7492 |
Quote:
Originally Posted by Brownmember
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Well, they are just lawyers as someone pointed out above,.....
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| 12-06-2019 08:39 AM | |
| Brownmember |
Quote:
Originally Posted by 7492
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Quote:
Originally Posted by Brownmember
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If you dig a little deeper you'll find that lack of lubricant in diesel #2 here in the USA is the culprit. Europe doesn't have problems with the CP4 and diesel #1...which is where Bosch's CP4 was designed. Imagine that!
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| 12-05-2019 09:31 PM | |
| 7492 |
Quote:
Originally Posted by Brownmember
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If you dig a little deeper you'll find that lack of lubricant in diesel #2 here in the USA is the culprit. Europe doesn't have problems with the CP4 and diesel #1...which is where Bosch's CP4 was designed. Imagine that!
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| 12-05-2019 07:08 PM | |
| 72guy |
Great discussion! It gives me a little more confidence in my fuel system. That being said, I will be interested in the S&S Diesel Motorsports CP3 conversion. It also sounds like the stock lift pump on the RAM is adequate. I would like to know how it compares to the lift pump from Fleece. These guys ( below ) will soon be releasing their fuel filter system for the 2019 RAM. Any thoughts as to whether an additional inline fuel filter might reduce the fuel flow or pressure to the engine mounted filter/pump? Any downside to this type of setup? 13-Present Cummins 6.7 Fuel Filter Kit |
| 12-05-2019 06:59 PM | |
| dieselenthusiast |
I'm glad that you approve. I felt compelled to upload the avatar not long after Trump came to New Mexico and filled a 7,000 seated building with another estimated 6,000 people standing outside. It made me proud to be a New Mexican even though I was not born in New Mexico! Quote:
Originally Posted by troverman
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Just for reference, Ford and RAM use a 30A dedicated fuse for the lift pump. To me, that is an indication they both have very similar lift pump output.
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| 12-05-2019 05:38 PM | |
| troverman |
First off, before I forget...I like your avatar! In the end, I'm not expecting widespread problems with any truck using the CP4. Actually, I do not know for certain the 2020 Super Duty is still even using the CP4, but I assume so. Just for reference, Ford and RAM use a 30A dedicated fuse for the lift pump. To me, that is an indication they both have very similar lift pump output. The Cummins engine filter is larger than the Ford engine filter. However, the Ford chassis filter is larger than the Cummins chassis filter. Filtration capability is likely a draw. |
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