Dodge Cummins Diesel Forum banner

181 - 200 of 245 Posts

·
Registered
Joined
·
809 Posts

·
Registered
Joined
·
809 Posts
Really, I have found that every generation of truck has their pronounced issues.

03-04 had valve seats dropping, 04.5-07.0 had melted pistons due to silent but deadly injectors, 07.5-12 had emissions problems galore, 2003-2005 had melted ignition switches+cracked dashes, 1994-2008 had front end death wobble/ steering issues, and 06-12 had the dreaded TIPM. And that’s just touching on the problems with those trucks...

Looks like 13-18 was relatively safe with only some early SCR issues and vibration issues...

Of course, now we got the cp4 on the 19. We are always just trading problem A for problem B if you think about it. :confused013:
 

·
Registered
Joined
·
228 Posts
Really, I have found that every generation of truck has their pronounced issues.

03-04 had valve seats dropping, 04.5-07.0 had melted pistons due to silent but deadly injectors, 07.5-12 had emissions problems galore, 2003-2005 had melted ignition switches+cracked dashes, 1994-2008 had front end death wobble/ steering issues, and 06-12 had the dreaded TIPM. And that’s just touching on the problems with those trucks...

Looks like 13-18 was relatively safe with only some early SCR issues and vibration issues...

Of course, now we got the cp4 on the 19. We are always just trading problem A for problem B if you think about it.
My 2nd 24v gen been pretty reliable. Has 250k on it. Converter got burnt up (my fault) around 160k. Had whole trans built, been towing about 26k lbs combined for the past 90k miles with no issues. Burning thru brakes was my biggest expense towing that weight. New truck has exhaust brake so haven’t had to do brakes yet. Clutch did fail on new truck at 24 k miles but a dual disk and single mass flywheel fixed that. So far no other issues, was disappointed in the new trucks performance before the tuner was installed.
 

·
TECH SPECIALIST
Joined
·
11,084 Posts
^That's after Warranty if nothing is fixed by Chrysler by then.

I'm talking about what has been made for the furds:
https://www.dieselpowerproducts.com/p-17545-grp-cp4-disaster-prevention-kit-11-16-67l-ford-powerstroke.aspx
Nothing is going to be fixed by Chrysler, I guarantee it. This pump has been in use since 2010, at the least, maybe earlier and it continues to fail in the same way it has from day one.

o be clear, this kit will not prevent the CP4 injection pump from failing, but what it will do is prevent failure of the rest of the fuel system in the event that it does fail. When the CP4 fails, metal particles from the fractured pump are forced to be sent throughout all secondary parts of the fuel system to include the fuel rails and injectors, most notably the injectors.
Fords, Chevy, Rams, VW's... all have this pump and all fail in the same nasty manor, its just a matter of time.

I do like their solution...

What the Disaster Prevention Kit does is reroute the direction of fuel that is responsible for lubricating the rotating assembly back through the factory fuel filters. Because of this, in the event the pump does fail, the contaminated fuel will be forced through both filters, which will capture these particles, inevitably saving your injectors.
I would still advocate using 2 stroke oil (or fav lube of choice) in the fuel. I used it on a TDI I had years back that had this pump and monitored the ash level in the DPF, no ill effects in the 50k miles I ran it with 2SO before selling it.
 

·
Registered
Joined
·
203 Posts
Well, my pump just failed at 1,700 miles. They said it was the fact I was using Amsoil 2t oil in the fuel. I've never had anything go bad using Amsoil. They said I should have used the Amsoil fuel treatment for diesels instead. I was also adding just a splash of Marvel Mystery oil. And, at my first fill up I put just a we bit of DEF for extra lubrication. After replacement I will add a bit of fairy dust as well. I just knew reading all these comments would cause a catastrophic failure. I just can't believe it, no really, I just don't believe it happened to me.
 

Attachments

·
Registered
Joined
·
346 Posts
Well, my pump just failed at 1,700 miles. They said it was the fact I was using Amsoil 2t oil in the fuel. I've never had anything go bad using Amsoil. They said I should have used the Amsoil fuel treatment for diesels instead. I was also adding just a splash of Marvel Mystery oil. And, at my first fill up I put just a we bit of DEF for extra lubrication. After replacement I will add a bit of fairy dust as well. I just knew reading all these comments would cause a catastrophic failure. I just can't believe it, no really, I just don't believe it happened to me.

Man I'm glad you had that qualifier at the bottom. I was born pretty stupid and near eight decades later still wonder when "smart" starts. It took clean to the DEF lubricant for my old brain to engage.

Friend has reported to me through another forum that he is aware of two CP4 failures in the 2019's. No substantiation on my part and I did not read the earlier posts on the topic here. A few have gone on the Ecodiesels but very few. One Ecodiesel just crossed the 600,000 mile mark (hard to believe but a transporter) with no pump issues.

I bought a 2019 and am aware of the possibility of having a survivor kit for the issue. If available the day after warranty runs out, I will have one.
 

·
Registered
Joined
·
5 Posts
S&S diesel performance is working on a CP3 conversion kit for the 2019+ platform....I may trade in my 2016 for a 2020+ if this does become available soon. Hard to dispute the proven track record of the CP3.....the CP4.2 is a deal breaker for me.
 

Attachments

·
Registered
Joined
·
115 Posts
S&S diesel performance is working on a CP3 conversion kit for the 2019+ platform....I may trade in my 2016 for a 2020+ if this does become available soon. Hard to dispute the proven track record of the CP3.....the CP4 is a deal breaker for me.
Cancelled my order when I realized the 2019's used the CP4.2 pump. I will move forward as soon as a CP3 kit is available or Ram changes to something different.
 

·
Registered
Joined
·
809 Posts
You see, the world will continue to spin after all.
 

·
Premium Member
Joined
·
1,811 Posts

·
Premium Member
Joined
·
12,342 Posts
So far, the CP4 failure rate on this forum is 0%? Is that correct? I'm just trying to keep track. I guess nobody has gotten any bad fuel yet. :grin2:
Is the forum CP4 failure rate still at 0%? What happened to all the CP4 talk?
 

·
Registered
Joined
·
487 Posts
Is the forum CP4 failure rate still at 0%? What happened to all the CP4 talk?
All the talk burnt out just like the CP4 does.

Sent from my SM-G950U using Tapatalk
 

·
Registered
Joined
·
4,527 Posts
High frequency reciprocating rig? Probably none. Its results may show something though. :rof bring on the bio/atf/2so/maplesyrup/ky/powerserivce lube blends.
 

·
Premium Member
Joined
·
12,342 Posts
Wonder what role HFRR plays in the whole equation here. :stirpot:
A diesel tech said that under certain conditions, Ford and GM lacked proper fuel supply which is why they had CP4 issues. He also said that Ram's in-tank lift pump was more than adequate for the CP4, which is why the failure rate is expected to be very low. He also said that it is important to make sure the OE fuel filter is properly primed after changing the fuel filter, otherwise, you run the risk of starving the CP4.
 

·
Registered
Joined
·
27 Posts
Wonder what role HFRR plays in the whole equation here.
A diesel tech said that under certain conditions, Ford and GM lacked proper fuel supply which is why they had CP4 issues. He also said that Ram's in-tank lift pump was more than adequate for the CP4, which is why the failure rate is expected to be very low. He also said that it is important to make sure the OE fuel filter is properly primed after changing the fuel filter, otherwise, you run the risk of starving the CP4.
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!
 

·
Registered
Joined
·
943 Posts
A diesel tech said that under certain conditions, Ford and GM lacked proper fuel supply which is why they had CP4 issues. He also said that Ram's in-tank lift pump was more than adequate for the CP4, which is why the failure rate is expected to be very low. He also said that it is important to make sure the OE fuel filter is properly primed after changing the fuel filter, otherwise, you run the risk of starving the CP4.
Not buying this explanation. GM had no lift pump at all on the LML...all fuel flow relied on the CP4 sucking fuel and then pressurizing it. Ford had a transfer pump...completely as good as Cummins. It was not located in the tank, but rather in a DFCM (Diesel Fuel Conditioner Module) which also contained the chassis filter, water separator / drain, and WIF sensor.

As for bleeding, the Ford (and Cummins) trucks with a lift pump were very simple...switch the key (or pushbutton) to "on", wait a few seconds, shut off, and repeat 6 times. GM used a manual bleeder with a push-pump, much like a Coleman gas lantern.

The killer of the CP4 was contaminated fuel, primarily water.
 
181 - 200 of 245 Posts
Top