Video

Or it made Bosch many more millions, not to mention the additional sales from failed pump replacements. Amazingly the Bosch "over the road" pumps with the same tappet arrangement, utilize a "keyed" tappet to prevent it from rotating in the bore, something the CP4 is missing. Guilt by omission...

Thank you very much.

Give me a shout when you are ready.

Potential is there for 950 - 1120

The end of the video answered my question lol

​@grant_6.7_5th_gen I know I got all excited in the beginning, too. 😅

@cliftonsr A stock CP3 will support your goals.

Did you buy a Chinese counterfeit?

Nope....it was a Bosch unit, altleast the box said Bosch anyways, i suppose the part inside could still be counterfeit.

Sorry I missed your message. If you still need anything, send me an email: motorsportdiesel@hotmail.com

Thanks, Rob!

That was the physical/mechanical constraint for the OG which was the 5.9 pump. I made some smaller shafts in the past, and may do it again. Of course everyone wants more, including me so that is the reason it all stared at 10mm. But the LBZ/LMM and 6.7 Cummins have more internal clearance and the shaft design allows for more stroke, so therefore we can and do go bigger on those.

@@MotorsportDiesel i may be an outlier but i think a pump half way between stock and a 10mm would be awesome for guys with a spicy tune on an otherwise stock truck or someone with just some 50hp nozzles for better towing. less strain on the parts than the full 10mm stoke (or more) but enough to keep a mild build or just agressive tune from draining the rail. i very much appreciate your reply, its awesome to find people as smart as you who are willing to talk to a nobody like me.

@@bert5003 Everyone is a somebody, in my opinion. You might have missed something in the video, as these pumps are variable displacement by design, it will only give you as much fuel as needed based on demanded/commanded rail pressure. Only time "too big" is an issue is with bad tuning causing a pressure overshooting.

@@MotorsportDiesel somehow i may have missed that piece. my bad.

I have learned from testing injectors at differing pressures say +/- 20 MPA makes only a slight difference in output, essentially the same as fooling the rail pressure sensor. As for the MAP sensor, it might make a decent difference. What you are doing is essentially what an EDGE EZ or TS MP8 does. As for the mods to the CP3 you have listed, the gain is less than 10% overall, except on the 6.7 pump, it will give a bit more.

@@MotorsportDiesel DDP guy seemed overall upset with me for sharing the rail sensor mod. He said it would destroy the injectors real fast. Exergy claimed on a calibrated power vid they tested their injectors to 40,000 psi for 40 hours straight, so I think at 30,000 psi I should be ok. When i seen that vid I knew i had more room to play. I usually install the 220 mpa sensor, and a 240mpa relief. What I have found is the truck is a lot more responsive all around with this mod. I ran a set of 45% industrials since 2018 with no issues. Now I have another truck with a set of exergy 50hp I been running with this mod since march. if I did not feel an obvious difference, i would not consider doing it. I make good money so a $2000 set of injectors to be able to go from 70 to 100 with no effort is worth it to me. The map sensor mod was to fool the pcm so it would not defuel. A product called boost fooler has a 500ohm resistance on one leg. I could pay $100 for. On gas cars I make s a 1uf compactor and a 10k ohm resistor to emulate a properly functioning cat. Anyways thanks for getting back to me. Most people think I am idiot. and I might be one who knows.

@@ChannelZeroOne Guess what, we all use the same genuine Bosch Injectors with genuine Bosch parts, whether it is Exergy, Industrial Injection, S&S, or BD, and last of all little 'ol me, all the parts come from the same source. And I am not buying the running at 40,000 psi for 40 continuous hours, maybe with a 124 series injector, but not a 120 series. Also to the re-branders a laser can re-label anything and make it seem special, oh and don't forget the elusive magic wand, that they pretend to wave over their parts. It is nothing more than bigger holes (injectors) or more stroke (pumps), period. All we are, are essentially glorified assemblers (Micron), and high tech drill press operators (EDM). I know the processes and have the machines, but I don't drive by self induced pride, I am a realist and a a machinist. I will tell you what I know, and what I am capable of doing, but some of those guys could blow up an onion sack with their ego. I know this because a redneck from Tennessee invented the stroker CP3, it don't take much intellect to do this, or I wouldn't be doing it. And I wasn't calling those guys asking for information, they were asking me to see my CP3 flow sheets, so they could make better injectors. Funny who you once thought your friends are in this industry, who needs enemies?

@@MotorsportDiesel Most of them are haterz anyway. I am just some guy working out of a carport. The level of hate I get when stumped is amazing... I am aware most of it is the same sht from bosh. I am bit ignorant about the inner workings of it though. My theory was more pressure=finer mist, and that = better burn, which equals more power. I wanted my cruising rail up higher to get more mpg due to a more complete burn or so I believe. Since you seem to be ok with sharing info and not using scare tactics like the rest I got a question. How much further could I push the injectors and what is being stressed when I do? Those weaknesses, can they be upgraded to handle more stress? Use different metal for those part to make stronger? I assume an injector with a larger nozzle can handle more pressure since the pressure gets out faster. Like said I am running a 220 mpa sensor so it scales the fuel pressure up to a max of 220 before it cuts fuel. I think the factory sensor is 160 or 180 mpa. I am hoping to make it to the UCC one day. Just a guy out of a carport in Florida. Sure would be funny to get beat by a loser like me. Doubt it will happen, but I will settle for middle of the pack.

@@ChannelZeroOne More pressure is not the main thing to consider, it is a small gain. Bigger holes is the deal, and pressure is pressure regardless of the size of the nozzle. It is still a COMMON rail and the entire system is subject to the same pressure.

Thanks for watching it, Rob.

Glad to help

Our test bench is equipped with a DRV valve which is a pressure control valve. It has a small low micron filter as it's inlet. A new CP3 after only being tested for a few minutes, makes the filter look like a porcupine. So the answer is not when, but really when does it become significant enough to cause greater issues. And the answer to this is subject only to individual experience. That is why the injectors are essentially guarded with an inlet filter, or pulverizers that use high pressure fuel to erode away the metal particles, until the metal can go through the injectors and wear them out quicker. Of course this is a slow process, taking many thousands of miles.

Interesting, so they start to make metal when they’re brand new . My cp3 has 385k on it . Injectors have probably 100k . I put one of your arson 3 kits on my cp3 years ago and I noticed there was wear on the end of the shaft where the pump drives the gears . I didn’t think a hole lot about it . But after seeing the shaft in that video …. Wonder what mine looks like now 😬

Air is a gas and is compressible, at common rail operating pressures the air bubble size would be drastically reduced, and seems it would certainly affect drivability. Whether that is a real concern or a common issue in common rail, I have not seen it very much, other than the early days 1/4 tank fuel slosh and the engine cuts out momentarily. What I do know, is that when fuel is not present pressure is at a total loss. Air will not actuate the injectors. However if enough air molecules were present and mixed into the fuel, the engine could run, but the thermal power output would be down in direct proportion to the amount of air present. What I am saying is: the performance would be so bad, I think the one suffering from the condition would want to get the issue repaired. Whether or not it would cause premature wear in the injectors, well it would be hard to prove or even replicate in a controlled environment, furthermore I am quite certain that the Bosch common rail pumps are designed to return the air to the tank via the cascade overfill valve. I know when I put a pump on the test stand, I can clearly see the air being purged from the pump once I turn on the supply pump. Furthermore, air tends to get trapped in the highest point of the system via gravity. Generally the return is the higher than the inlet. I am just giving evaluations and throwing some ideas and thoughts out there. Someone likely, somewhere has done some in depth studies of this, and I would feel certain Bosch has built in some fixes for this into designs. The venerable "what if's" scenario, that all engineers must consider.

Thank you

motorsportdiesel@hotmail.com

Sorry....it is worse for the Ford 6.7

@@MotorsportDiesel I heard from another diesel channel that the 6.7 is a 100K disposable engine.

mind sharing his info? my 03 is in need of injectors. Thanks!

I am not sure what you are getting at, or to whom your assumption is implied. But if it is directed at "my store" or website and the inventory levels being essentially non-existent, it is because we are developing other product lines that are soon to be released.

@@MotorsportDiesel It was meant as a compliment in reference to your statement about the “man in charge” recognizing the true threat the country dumping crap like those cheap injectors on U.S. soil presents. Times have changed and now the potato in charge is the one giving the store away. Your video and description were both outstanding and Best wishes in growing your business.

It truly is pump dependent, another consideration is the supply pump pressure to the CP3. Some of the R70 and R90 pumps have a suction valve return spring, so you must know what pressure it takes to open the suction valve, then examine the supply pump on the CP3 and the shaft, to see how high you can take the pressure. Too much and you generate metal from side loading the pumps spur gears, which ends up in the injectors. Generally around 6-7 bar or 90-105 psi is about all you want. I have gone to 120 psi before but it can be rough on the supply pump and the shaft flats. Depending on the pump in question, stock pressures can be 60-75 psi. We might make a video detailing the modifications process, and do before and after testing.

I suppose they are still using Bosch injectors, no idea where they are made. The replacement parts always came from various countries throughout the world.

Which one(s)?

@@MotorsportDiesel CP3 for Cummins 5.9 2007

@@wanderingvagabond1300 I have to make shafts first, just finished 6.7 and Dmax shafts, 5.9 parts are next. Might be a little while though, please check back.

@@MotorsportDiesel Of course, no rush. The particular truck is sidelined at the moment anyways. 😆

Glad you liked it!

Welcome aboard!

My pleasure!

When I made this video (2018) counterfeit parts were just starting to hit the automotive aftermarket, they were an exception to the rule, now they seem to be the norm. When China even copies the packaging, it's anyone's guess as to what it really is.

I made the tool around 8 years ago, we are going to modernize it to work with smart phones. We have a small database of about 20-30 applications it will work on, more as we get closer to finishing it up. At this time it is just a prototype.

Thank you!

Our pleasure!

Much appreciated!

Thank you, I will

Thanks Jevon

I appreciate that!

No idea, other than what is written on the boxes. What I am referring to is a counterfeit product that is sold for less than 1/3 the cost of a legitimate one. They certainly do not bear the same quality of the genuine one.