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: czcams.com/play/PLlq8CYbrVSmYzpCnWsUJQAWUbwSY6hhTZ.html
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, 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?
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.
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.
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.
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
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
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
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.
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
@@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.
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?
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 ?
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!!!
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 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.
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?
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.
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 CZcams video. I get what your saying however I can’t see threw the metal and your hands.
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.
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.
I hope something like this will come out for the recently recalled Jeep Ecodiesel Wranglers and Gladiators
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: czcams.com/play/PLlq8CYbrVSmYzpCnWsUJQAWUbwSY6hhTZ.html
why doesnt ford recall the part or at least make a new cp4 pump with guides so the plungers don't turn any more to create this problem?
Can someone help find me a install video
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.
Can u go on powerstroke tech talk podcast?
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?
Is there a pump upgrade I can buy that wouldn't need the bypass disaster kit?
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.
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.
Do you have a Disaster Prevention Kit for a 2016 Duramax?
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.
@@SSfueled i appreciate the long answer. This is the exact nerdy data I was looking for! Thanks so much!!! Keep up the good work!
@@SSfueled At micron level would you expect to have injector and regulator failures?
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.
That’s good information man
Will this kit hook up to the hs Motorsport aftermarket upper fuel filter housing kit?
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
How are we to see from 8 feet away??
How do you keep clean fuel in the bottom in the pump? The pump is cooled and lubricantes through the fuel coming through the system?
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
@@SSfueled thank you
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
My S&S kit vibrates and hums at idle. Gets pretty annoying. Any solution to fixing this?
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.
Why no make a way to keep the roller from turning. Thus preventing the failure.
IKR just fix the problem in the pump
Is there a bypass kit for the cummins 5.0 in the Titan XD ?
We have not developed one for that platform.
Hi will this kit work on the cp4 as found in the vw audi cars
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
Will this work with a FASS fuel system?
What about the 2020 Gen 3 EcoDiesel in the Ram 1500?
How does this product affect your warranty?
We can't claim that it will not void your warranty, as it is 100% up to Ford. We have had reports of pumps being warrantied with our kit installed.
2015 ,6.7 do I have the 3 or the 4 ? Crew cab Platty
All 6.7 Power Strokes use a CP4.2.
Does this work with the 2019 Ram?
You guys should make a kit for the Gen2 3.0 TDI in q5,q7, cayenne, touareg, and few other vw cars. That has the cp4.2
The bypass plate fits, I was able to adapt it to the 3.0 tdi, just rerouted the lines
@@manuel509rios metering valve won’t fit tho
@@naten555 the new version will fit not this one
@@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.
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?
Is this kit better than the Exergy INLET METERING VALVE with the upgraded screens?
Will this void warranty? I have a 2020 6.7 f350.
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.
Any idea what pump is in a 2020 ram 3500 if not how Can I find out
Where are you seeing these failures, in the motorsport area or in regular work areas?
Great info
Are these available for GM LML Duramax?
Wow.
do you have something for the 2019 ram 2500
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 ?
@@SSfueled Thank you. Isn't there any way of filtering the fuel as it exits the pump and goes to the injectors or back to the tank ?
Would this work for the BMW N57?
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!!!
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.
How does the fuel still get in to the crankcase of the pump to lubricate it and cool it how is it still flowing through there
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
@@SSfueled and the feed to the crankcase does that return unfiltered if the crankcase destroys itself
@@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.
Had the exact same question and was hoping someone asked it and got an answer. Thank you kind sir 👍🏼
Just trying to buy the damn thing.... why no link in the description?? Frustrating
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?
SS Fueled I still do not understand what the fix is for the LML, can you explain a little further please? I have a LML.
Great video??
G-male Gun cp3 swap
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.
The "lubricity" in the diesel fuel is not what it was in the "sulfur" days
Is there any proof that it works?
@@SSfueled I have heard of failures with the gen 1 system so was wondering if this one was better
@@SSfueled have there been many reports of fails with gen 2? And what do they typically cost to get installed?
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 CZcams video. I get what your saying however I can’t see threw the metal and your hands.
Please please please buy a lapel mic
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.
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.
Smh. Buy a microphone!!
Thanks for the tip. We've stepped up our production game over the last 4 years. Check out one of our recent videos and see if it's on par.
Do they make a kit for the Duramax?