I am on the fence about adding this to my 16 Powerstroke. Do you have any documented failures of the CP4 using the Gen2 system to see if any debris actually made it to the rails, injectors, tank etc.
This may come a little late, but there are documented reports of our kit working. Better than that, we failed the pump on our own truck just to be 100% sure it works in a real-world scenario. You can find that video here: ru-vid.com/group/PLlq8CYbrVSmYzpCnWsUJQAWUbwSY6hhTZ
I installed mine today. Good product. Couple of things wish were addressed before hand..hope they help others. 1- instructions are almost identical to that of Accurate Diesel kit...meaning no torque specs provided...on something with high pressure..tightening without it feels subpar. 2- biggest time consumer was getting the notch and casting flash removed so the lower intake would sit without sitting on the metering unit. No instructions indicating how much to grind off. I was careless enough to grind away and make a small hole in the intake! Good thing for JB epoxy! By the time i was done the intake still sat on the metering unit...oh well keeps it from going anywhere ha. 3-follow the instructions and do not tighten the flange side of braided line until you have secured the line..lots of movement required at the end and dont want to end up tightening in wrong position. Just wish they made a single supply line that required no cutting. Just swap sensors and good to go. Good product and thanks for the extra orings.
I was interested in this for both my trucks but to grind on my intake to make this kit work it's not the way I want to go. American made means it's correct from the developer and should be a bolt on kit not a customization application. Thanks for the heads up.
What is your opinion of the denso HP4 pump on the L5P duramax? Is it more durable than the CP4 and is it subject to a complete fuel system contamination in the event of a failure? Thanks.
So fundamentally the design of the fuel pump is shit in the first place - the roller should have been designed so the could not rotate. Why isn't there a class action suit against the designers/manufacturers?
@@SSfueled - You're being way too polite. One look at how this was designed with a roller bearing on a cam lobe and nothing to prevent the piston from rotating tells you its a disaster waiting to happen. A helical screw design would have been better - progressively increases pressure without pulsations. Surprisingly Bosch have made 60 million CP4's - it would be interesting to see the failure stats.
Being from Alaska and pulling trucks and equipment in and out of hot garage two very cold outside air. You end up with a lot of moisture problems and freezing in the fuel. Is easily dealt with with a tank drain in the sump of the fuel tank. It seems like all the cp4 problems can be solved with a drain in the fuel tank that is just drained periodically to remove contaminants. Fuel containing water is heavier than fuel that doesn't so even that settles to the bottom of the tank overnight. If these guys drain to 1/2 gallon out of the bottom of the tank once a week or 5 fill ups they wouldn't have these problems
So when adding the return filter to the gen 1 kit is it as effective? How much more flow does the gen2 kit provide? Is it better to just go ahead and get a new Gen 2 kit and new fuel line?
Adding a return filter assembly to an original bypass kit protects your return lines, tank, and supply pump. The one potential flaw in the original kit that we have seen a few times out of thousands sold, is that if the return circuit in the CP4 gets completely blocked with metal, there is a chance for some metal to back-feed through the bypass block and into the FCA. Our Gen2 and 2.1 kits move the split off point upstream from the pump to prevent any back-feeding even if the return clogs. We have not tested the flow of the original compared to the Gen2, but we have tested a stock CP4 with and without the Gen2 kit, and discovered that the Gen2 kit increases output of a stock CP4 from 3,000 - 4,000 RPM. If you want the best protection, get a complete Gen2.1 kit, but keep in mind that anytime the fuel system is open there is a risk of contamination. It may not be worth the risk if you can just add the return filter and get most of the protection of the Gen2.1.
So, normally the lift pump feeds the bottom end of the cp4 first. In your system fuel travels back to the tank. Therefore, the lift pump feeds both the bottom end and the top end independently. Why couldn't the manufacturer build a pump that uses engine oil to lube the bottom end separately?
I'm sure the man giving the information is very knowledgeable. But I did not understand much of what he was saying even though I kind of understand what the disaster kit does. I need some drawings!!!
You're hearing the PCV venting fuel from the rail into the return filter. We added rubber isolators to mitigate the vibration. Please make sure that the the lines going to the return filter are not touching the brake booster or anything else.
Yes, I have both. HS Motorsport system only removes the cheap plastic filter so no modifications affect the installation of the Disaster Prevention kit, regardless of manufacturer
Forgive my ignorance. I understand you now supply fuel from the filter housing but how will that prevent fretted metal particles from being discharged with the high pressure fuel into the rails? Wouldn't a high pressure filter assembly work better?
Great question. That would work great, yet to create a filter that can withstand extreme pressure has not been developed, if even possible. The required size to filter fine particles and not become a restriction would be massive due to the wall thickness needed to hold the pressure in. We have found that sending the case fuel back through a return filter directly after the pump works best.
So the kit protects against debris going back to the fuel tank, but doesn't prevent debris going from the pump into the high pressure rail and injectors? @@SSfueled
No, all versions of our Disaster Prevention Kit block off pump case flow to the VCV (which feeds the high-pressure plungers). The VCV is then fed with clean fuel right from the stage 2 fuel filter. We improved on this design with our Gen2 and Gen2.1 DPKs by adding factory quick connects for easy install and a return filter that contains the debris if a failure happens. What we failed to explain in our previous comment is that normally the VCV (volume control valve) is fed fuel from the CP4 case, which is where the metal is generated when a failure occurs. Our DPKs block off that feed port and feed the VCV independently from the case. The case is still lubricated with fuel flow and the plungers get clean fuel from the filter. @@mikes7745
How is this different from the CP4.2 Fuel Reroute Disaster Prevention Kit - Powerstroke 6.7L, That Engineered Diesel .com puts out? They have a better RU-vid video. I get what your saying however I can’t see threw the metal and your hands.
This is our original Disaster Prevention Kit that blocks off flow from the case to the VCV, and then taps into the fuel supply before entering the pump case. Pump case flow is not changed. We've since upgraded to a Gen2.1 DPK that taps into supply 25 inches up-stream rather than at the pump directly. You can find a flow path drawing here: ssdiesel.com/wp-content/uploads/2022/03/SS-Gen2.1-Bypass-Kit-Diagram.pdf
I use a exergy metering valve, keep ur truck above half tank add a good fuel stabilizer n fillup at a place that gos through alot of diesel fuel n ul b just fine.
Does this restrict flow in anyway? I’ve heard that on big pump & injector trucks obviously going for big numbers that these actually restrict fuel flowing. Any truth to this?
Get better audio and move your display in front of you so you don't keep turning the back of your head to the camera. I mean if you expect anyone to watch the video.
I have a couple questions for you guys at S&S. What is the micron rating of the return fuel filter you add? More importantly, when a hpfp fails, what micron range is the metal that is produced by the failure?
Great question. We failed a CP4 on our test bench to get a debris sample for analysis. Particles found ranged from 0.675 micron up to 859 micron, with the average particle size being 20.3 micron. The Donaldson return filter we use has an official rating of 9 micron at 99% efficiency, yet further testing shows that actual efficiency rating for 9 micron is 99.575%, for 7 micron is 99%, and for 4 micron is 94.7%. Per the particle testing, 23.8% of the total volume of debris was under 8.68 micron, 20.28% was under 7.64 micron, and 3.12% was under 4.33 micron. This is a long answer to your question, but we want to present the exact data. In summary, 96.88% of the CP4 debris is 4.33 micron or larger, and our return filter is 94.7% efficient at catching the 4 micron particles and 99.575% efficient at catching the 9 micron + particles.
We do not have enough data to give an exact size. Based on our in-truck testing, the 9-micron DPK return filter and factory Motorcraft supply filters were sufficient at containing any particles that could cause damage. We pulled and tested an injector and it was in perfect health.
Anyone who has had a Chevrolet diesel with a fuel pump failure should go to www.hbsslaw.com to join a class action lawsuit to get CHevy to own up to the problem.
It really depends on your dealership. If the dealership agrees to install it i imagine that it would be okay. However if you installed it and then have a failure, they could blame you for introducing contaminates into your fuel syatem while installing.
Doesn't the fuel need to pass through the bottom end of the pump in order to be pressurized ? And what happens when you restrict all that fuel that is fed to the bottom of the pump ? Doesn't that create some kind of back pressure that could cause damage ?
@@manuel509rios are you saying the old S&S bypass plate fits (gen 1) but the new version (gen 2.1) wont? Or are you talking about the metering valve. I'm aware i need to get a 90 degree one metering valve to fit under the intake manifold.
Great question. The bypass block feeds the case and the metering unit both. We have since redesigned our kit to have a Y further upstream from from the pump, to prevent any back-feeding if the pump case completely clogs with metal. Here's a great drawing that explains. ssdiesel.com/wp-content/uploads/2022/03/SS-Gen2.1-Bypass-Kit-Diagram.pdf
@@onthecheap6292 due to positive pressure (roughly 60 psi) on the supply to the case it is not possible for contaminated fuel to travel back up stream to the Y portion. Return coming out of the case goes to our Gen2.1 filter head.
The reason why there is low confidence that this will solve the problem is becuase it sends metal particles back thru the tank. The particles smaller than 20 microns will pass thru the lift pump filter and the particles smaller than 5 microns will pass thru the engine bay filter as the contaminated fuel recirculates thru the DPK fuel return line. This means that 4 micron and below particles will sand blast the rollers and injectors ....the wife spread failure will still occur via the large quantity of sub 5 micron particles that neither filter will trap. A 1 or 2 micron filter between the engine bay filter and the fuel pump will help trap 5 to 2 micron particles. But even then,you would still ha r a large amount of 1 or 2 micron particles thru out this system and that will result in the need to replace everything anyway. The best cure for co4 disaster prevention is to switch back to a gas truck and toss the deisel truck over the fence.
Great Video. I have a 2011 Dmax . I installed the Fuel savor Metering Valve by Wehrli. Do you guys make a kit for the Duramax or planning on doing so? Thanks, Heber
@@SSfueled what if you made a kit that placed a block in place of the metering valve, that went up to another plate where a fuel system saver went and a 2 mircon filter that than supplied fuel to the heads on the cp4.2? i know it would be a bit of a challange but it would help catch alot of the metal, mabey even integrate a sensor that if it detects any metal in the fuel it will give the driver a warning?
