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It has been discussed, yet the CP3 has a long track record for durability. One could say that it is more proven than a DCR. Have you been using S&S No Tuning Required CP3 Conversion kits? We've been selling that product for nearly a decade and this is the first time we have had a report of an S&S No Tuning Required or CARB kit that requires adjustments. To our knowledge, we have the only CP3 conversion that doesn't require any tuning... even if others advertise as such.

@SSfueled minor petty changes to the pressure PW tables to make it run its best minor driveability primarily it usually makes the read pedal worse on a bone stock truck I'm not knocking the product it's a well put together kit ive put a bunch of the CP3 conversions in and a bunch if DCR kits and NEVER had the first issue with the DCR . I completely agree the CP3 has a legendary track record though I've never had one set codes but if you log it you'll see some wonky demands on the metering valve on the verge of setting a code probably and this doesn't happen for me on every truck it seems to be hit or miss but ive always been able to make it work I am about to put one in my personal truck was just curious about the possibility of a DCR it it was on the works or not

@@haydendenard2693 Thanks for the feedback, we'll pass that on to our engineers.

The DPK will only protect the fuel system if it's installed before the CP4 starts failing. CP4s can start making metal before showing any symptoms or codes. By the time it's bad enough to get a low fuel pressure code the damage is already done. The best way to check is to inspect the pump VCV (volume control valve) screen for metal particles. If you see metal, it's too late. In that case we recommend replacing the injectors, rails, lines, etc., and switching to a DCR pump.

As long as you add the kit before the CP4 starts to fail, you will only need to replace the CP4 and the DPK return filter.

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The filter is on the return side. The billet bypass block alters the flow path so that case fuel, where the metal is created during a failure, is sent our the return and the pumping heads are fed with clean fuel directly from the stage 2 fuel filter. Here's a flow path drawing that helps explain how it works: ssdiesel.com/wp-content/uploads/2018/08/CP4-Disaster-Prevention-Kit-How-it-Works-24APRIL2024.pdf

​@@SSfueled Tank you. I have a VW TDI with the CP4 pump and I am interested in such a system. There were two manufacturers for VW but after dieselgate they shut down because VW then provided an extended warranty covering the pump and injection system so no one bought them. Now that warranty is up and suddenly it would be nice to have that protection again. So I'm doing some research on what might fit, but in contrast to these trucks I have a tiny engine bay to work with.

@@Fekillix We have prototype DPKs currently installed on a few internal test cars. We do not have a timeline on when we will have production kits ready, but it is on our new product development list.

$1,990 is the current MAP price for the complete DCR pump conversion. You can order from any S&S dealer here: ssdiesel.com/dealers/

It's not a bad thing to take a little extra time to check for leaks after the fuel system has been open. In most cases it is not needed, but a little extra quality control is good. We have good confidence in the installers listed on our dealer map. They are either vetted by the distributor they buy from our by us directly if they are a direct dealer. We do not have a lot of coverage in Western NC, so you may need to expand your search into Tennessee or Georgia. Shoot an email to info@ssdiesel.com and we can recommend a few places that are Power Stroke specialists.

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Thank you!

Agreed. I just received my DCR pump and now have to get it installed. Thanks S&S.

I would like to know if it worked

DCRs were originally made in China when we first released the Ford 6.7L DCR Pump Conversion. Since then, we have created a large enough market for the DCR in the USA that Stanadyne has built a DCR assembly line in Blythewood, South Carolina. While many of the components are still made in China, the assembly, end of line testing, and quality control are done in the USA. Even the pump bodies are forged in the USA. It's not uncommon for a global company to use a global supply chain. The main takeaway is that Stanadyne is a reputable company with locations all over the world. Since the DCR was originally developed for engines in the Asian market, that's where the original plant was built. Thankfully, a young engineer working in a US branch discovered that the DCR would fit in the valley of the 6.7 Power Stroke. That engineer insisted on working with S&S to develop a variant specifically for the 6.7 Ford and the rest is history. We have complete confidence in the DCR and will continue to grow the demand so that we can help bring even more manufacturing, than we already have, back to the USA. Here's a link to a video tour of the plant in South Carolina: czcams.com/video/y8IOhefx4Sw/video.htmlsi=RE1j3AW7UaKZ2Yy7

@@SSfueled Thank you!

We're right there with you. It would be ideal for the DCRs to be 100% made in the USA, and maybe one day they will be. DCRs were originally made in China when we first released the Ford 6.7L DCR Pump Conversion. Since then, we have created a large enough market for the DCR in the USA that Stanadyne has built a DCR assembly line in Blythewood, South Carolina. While many of the components are still made in China, the assembly, end of line testing, and quality control are done in the USA. Even the pump bodies are forged in the USA. It's not uncommon for a global company to use a global supply chain. The main takeaway is that Stanadyne is a reputable company with locations all over the world. Since the DCR was originally developed for engines in the Asian market, that's where the original plant was built. Thankfully, a young engineer working in a US branch discovered that the DCR would fit in the valley of the 6.7 Power Stroke. That engineer insisted on working with S&S to develop a variant specifically for the 6.7 Ford and the rest is history. We have complete confidence in the DCR and will continue to grow the demand so that we can help bring even more manufacturing, than we already have, back to the USA. Here's a link to a video tour of the plant in South Carolina: czcams.com/video/y8IOhefx4Sw/video.htmlsi=RE1j3AW7UaKZ2Yy7

It's a Wagler billet Cummins.

Thanks for taking the time to get the correct information. IF you find metal on the VCV, your injectors, rails, etc. will need to be replaced before installing a DCR. The injectors will likely have high leakage and already be damaged. Hopefully it is clean and you can install the DCR and not have to worry about.

Sorry to hear that you had a cp4 failure, but happy that the Disaster Prevention kit saved you a ton of money in the unfortunate situation. If you need any info on the DCR feel free to reach out to us!

With the DCR being designed to be a factory replacement it follows the factory fuel curve. However it does have 25% more displacement over the factory cp4. The flow chart in the video breaks it down pretty well showing how the DCR compares to the CP4

We noticed an increase in return fuel temperature in the two CP4s we failed in-truck to field test our Disaster Prevention Kit.

You are misinformed. While we have seen CP4s that split the case without making metal on a few occasions, the vast majority of CP4s that split the case start making metal well before the case splits. We are not trying to market a mostly unnecessary product, we are SUCCEEDING at providing solutions to common fuel system problems.

@@SSfueled I'm not misinformed; I'm not going off what I'm told, I'm speaking from what I experienced. I know your "successful", because you all know how to sell; and fear sells. If people review the facts and run the numbers on the percentage of trucks that fail and why, the odds are in their favor to not need this product.

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The 6.7 DCR was designed to match the CP4s pump curve and will function just like a CP4.

All of them used the CP4 pump and they all have the same issue 🙄

Ford dodge gmc and chevy all run this same pos pump

We recommend using the Donaldson filter that comes with the kit. We have thoroughly tested it in our fuel lab and in real world scenarios. There could be smaller micron options out there that may not restrict the return flow, but we cannot test them all. We chose Donaldson based on an reliable supply chain and great filtration performance. Also keep the efficiency rating of the filter in mind. The 9-micron rating of the Donaldson filter is at 99.5% efficiency. When the micron rating gets smaller, so does the efficiency. The Donaldson filter has a 4-micron rating at 94.7% efficiency. Considering that red blood cells are within the 5-7 micron size range, we have complete confidence in the filter we chose for this kit to capture any harmful debris.

We cannot claim that it will not void the warranty, but we have had reports of the warranty being honored with a DPK installed. There's also several Ford dealerships that we sell DPKs to. It depends on the dealership.

It's possible to DIY, but we would plan on being down for a weekend to do it. An experienced installer can knock it out in a half day. The number one thing to remember is cleanliness. It only takes one spec of debris in the fuel system to cause issues.

That's great to hear. New fans are what the sport needs. Thank you!

Yes sir.

Clean power is our specialty. That's one of the many benefits of common rail diesel with an S&S control package.