With everything going on in the news today regarding the on-going lawsuits with General Motors GM in the United States we have seen a massive spike in phone calls, emails, and messages regarding the lawsuit from customers on how this will affect them in Canada and what is going on with these LML CP4 Lawsuits. These pumps have been the cause of an enormous lawsuit laid upon General Motors for the number of failures these pumps have caused. They claim these pumps weren't designed for the North American diesel we use today, and at this time there has been no outcome of this lawsuit, so it's going to fall on the driver to repair this issue if it ever arises.

LB7 Duramax diesel cp3 test fuel injector failure return rates code 1093c 1094c loss rail pressure

So we would like to go over what the options are to prevent this from happening to you. The OEM Bosch CP4 pump that comes in your LML from the factory has a tendency to fail spectacularly, according to the recent lawsuit, these pumps began failing the day the first drop of diesel fuel landed in their tanks.

The CP4 pump has a tendency to tear itself apart from the inside for lack of technical terms. As it begins to fail, the CP4 starts shedding metal shavings and metal contaminants into the fuel.

The high-pressure fuel then leaves the pump and travels through your fuel system towards your injectors. We all know how much injectors love metal going through them at 25,psi right? This means the fuel cycles directly back to your fuel pump without being filtered again, this keeps pushing through your fuel system causing more and more damage.

The best way to prevent this from starting in the first place is to always fuel up at a reputable fuel station and ensure your filter is changed on schedule with OEM or equivalent. These are incredibly simple steps that can make a big difference over the life of your truck.

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Duramax trucks rely on the injection pump to suck fuel all the way from the tank, anything you can do that makes its life easier is a good investment.

The added filtration benefits and the removal of air bubbles from your fuel is simply an added benefit. If you plan on sticking with your OEM CP4 in your truck or want some peace of mind while you save some cash for a replacement, the Exergy Fuel System Saver is a no brainer. Simply put, the Exergy Fuel System Saver does exactly what you'd think it does.

It saves your fuel system in the event of a failure. Your OEM inlet valve has an 80 Micron screen that is known to rip in the event of a CP4 failure, the Exergy piece has Dual 25 Micron that is designed to not only stop all the metal contaminants from getting to your injectors, but it will also plug the fuel supply and choke out your engine to ensure nothing makes it to your injectors and potentially saving you thousands in repairs.

Ultimately, the only true fix for this is problem is to purchase a retrofit kit and backdate your pump to the trusty CP3! However, this will require the addition of some custom tuning but it will ensure you can trust your truck on those long road trips or on those cold morning startups. Not only is the CP3 more reliable, but if you're power-hungry, you can upgrade to a 10mm or 12mm striker pump and easily get to that hp range on a single pump setup.

These are the products that we are using in-house, every day to help these trucks stay on the road. This is really the only downfall we've seen on these newer LML engines, so at the end of the day, it will be worth the cost to maintain a great truck, with tons of power. Hopefully, this has shed a little light on this topic for you and if you are in the market or even just thinking about how to prevent a failure, these products have been proven to work.

Dirty Diesel Customs is a full-service performance diesel shop based in Kelowna, B. We pride ourselves on quality work, unmatched customer service, and a team that live and breathes performance diesels.

4 Common Diesel Fuel Injection Pump Problems

Call: By Jordan October 02, What Happens The OEM Bosch CP4 pump that comes in your LML from the factory has a tendency to fail spectacularly, according to the recent lawsuit, these pumps began failing the day the first drop of diesel fuel landed in their tanks.

Preventive Measures The best way to prevent this from starting in the first place is to always fuel up at a reputable fuel station and ensure your filter is changed on schedule with OEM or equivalent. Let us know below! Articles Duramax Powerstroke Cummins.Remember Me? What's New? Results 1 to 7 of 7. Thread: Question: Proper way to test CP3??? September 28th, 1. Question: Proper way to test CP3??? Which PID's should be looked at? Attached i hope is a log. Not sure I loooked at the rigth stuff.

Please look at it and let me know. Attached Files 9[1]. September 30th, 2. I would say it is not looking good for your CP3 "desired mpa, and you are only getting Also looks like your FPR is on the way out as well, is your truck surging at idle?

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How many miles on the injectors? I did not see the balance rates on them! The only other test would be a return rate test, to rule out bad injectors returning too much fuel. PS: I just replaced one in a truck though that had about the same Desired vs Actual Mpa's and it solved the problem. October 2nd, 3. They bounce in and out.

I get white smoke here and there also. No surging at idle or anywhere No lope Lines all seem to be kink free and none are collapsed Getting a P code Code only started popping up after I installed a nicktane filter adaptor with a cat filter. October 3rd, 4. With that many miles on your injectors, and from the looks of your balance rates. I would say your injectors are GONE. You need to do an injector return rate test to verify this though.

October 5th, 5. Attached Files October 7th, 6. Check the logs and let me know what you think. I think the CP3 needs to be changed. October 8th, 7. Until you do an injector return rate test there is no way to say with certainty that the CP3 is bad. And you have to remove some of the fuel lines to do one as it isn't an electrical test. Don't feel bad though, I'm in the same boat with injectors that are only 14 months old. All times are GMT The time now is PM.In order to do proper diagnostics you will need a scan tool, diagnostic service information and some special tools such as a vacuum test gauge J OTC available from GM Special Tools or Freedom Racing Tool and Equipment.

The high pressure pump builds rail pressure and delivers it to the fuel rail manifold where it flows through the injector lines to the injectors. The fuel pressure regulator in the high pressure pump and the pressure regulating valve in the rail control rail pressure.

The injectors have a piezo stack instead of an electro-magnetic solenoid. When energized, the piezo crystals expand, lifting the control valve off of its seat via a hydraulic coupler connecting plunger below to begin injection. If the valve seat in the injector is leaking or the pressure regulating valve leaks then it will not build enough rail pressure to start the engine. The fuel injectors supply fuel directly to the combustion chambers of the engine.

The fuel that is not injected into the combustion chamber is used to help lubricate and cool the injector and is routed back to the fuel tank.

This is required for proper fuel injector operation. Courtesy GM. The fuel system contains high pressure fuel up to 29, PSI.

Do not use you fingers to find fuel leaks! High pressure fuel entering your bloodstream may result in amputation or loss of life. Check and record any DTC, look at snap shot data or save, do not erase codes prior to doing repairs, you will erase the snapshot and other relevant data. If the smoke clears in less than 1 minute, this could be normal depending on temperature and altitude.

Blue white smoke that burns your eyes is un-burnt fuel; cold temperatures, high altitude and excessive idle time all mean cold combustion and white smoke. The fuel filter housing AKA fuel conditioning module in GM literature is on the suction side there is not a fuel supply pump from the factory on pick ups and are prone to suck air.

Follow the GM fuel system diagnosis in the service manual. Note: The CP4. When they fail it is often catastrophic and they send metal particles throughout the high pressure side of the fuel system, causing further damage.

Note: The injectors are a piezo type CR injector see first page. Diagnosis is much different than the earlier generations.

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The engine control module ECM supplies a high voltage supply circuit and a high voltage control circuit for each fuel injector. The injector high voltage supply circuit and the high voltage control circuit are both controlled by the ECM. This is controlled by boost capacitors in the ECM. The injector is then held open with this high voltage. At the end of the injection event the ECM closes the injector by discharging the injector piezo stack.Shop Bosch Brand for CP3 replacement.

The fuel injection pump supplies high pressure to the fuel rail independent of engine speed. This high pressure is then accumulated in the fuel rail.

High pressure fuel is constantly supplied to the injectors by the fuel rail. Fuel then enters the fuel injection pump.

how to test a cp3 injection pump

The FAC is an electronically controlled solenoid valve. When the actuator is opened, the maximum amount of fuel is being supplied to the fuel injection pump. Any fuel that does not enter the injection pump is directed to the overflow valve. The overflow valve regulates how much excess fuel is used for lubrication of the pump and how much is returned to the tank through the drain manifold.

Fuel entering the injection pump is pressurized to between bar by three radial pumping chambers. The pressurized fuel is then supplied to the fuel rail.

This especially includes the fuel injectors, high-pressure fuel lines and fuel injection pump. Very tight tolerances are used with these parts. This in turn could lead to possible engine misfire. Cap or cover any open part after disassembly. Before assembly, examine each part for dirt, grease or other contaminants and clean if necessary.

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When installing new parts, lubricate them with clean engine oil or clean diesel fuel only. Cover and isolate ends of both cables. Remove 5 ECM mount. Do not disconnect wiring connectors from ECM. Also clean the opposite ends of these same 3 lines at their attachment points. Plate is threaded to timing gear cover Fig.

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Leave drive gear hanging loose within timing gear cover. Inspect o-ring surfaces for nicks, cuts or damage. Do not attempt a final tightening at this time. Do not attempt to tighten pull pump to gear cover using mounting nuts.Fuel injection pump performance is closely tied to engine performance.

If your vehicle has a fuel delivery issue, it will literally starve to death.

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Fuel injection problems, therefore, are one of the most pressing engine issues to deal with. So what does a diesel fuel injection pump do? The fuel is dispersed from the injection pump to the combustion chamber via a fairly simple process.

Pressurized fuel enters the fuel injector. When the fuel leaves the fuel injector, a spray tip distributes the fuel as a fine mist. Fast-forward to the present day, and those diesel fuel injector pumps are operating in the 30, to 40, psi range. Top-end engine performance is in many ways dictated by how much fuel can be processed by the engine. From these two things, a host of problems can surface. A clean diesel fuel pump injector is a happy diesel fuel pump injector.

Over time, residue can build up in the fuel system, and enough gunk, grime and grease can clog up the entire fuel injector pump. If your engine has ever sputtered or hesitated during acceleration, a clogged fuel spray tip might be the glitch.

And it all starts with subpar diesel fuel. It all has to do with lubrication. With plenty of diesel fuel in the tank, the fuel pump bearings receive plenty of lubrication. With a near-empty tank, the fuel system is suddenly pushing air instead of diesel fuel.

Anything but diesel fuel can wear out the fuel pump bearings, which means the fuel injectors will not receive the fuel at the pressurized level 30, psi, 40, psi, etc.

Diesel fuel pump injectors are high-precision components. They also deal with a tremendous amount of motion and other stresses.

One small visitor inside a piece of dust, debris, etc. Worse yet, a microscopic object can leave the injector open all the time. This is a common diesel fuel injector pump glitch, and usually requires a complete injection pump rebuild or replacement. To get in touch with one of our diesel fuel injection pump specialists, please call us ator check out our contact page for more information. View all posts by: BuyAutoParts. Problem 1 — Dirty Fuel A clean diesel fuel pump injector is a happy diesel fuel pump injector.

Written By Juan Cuellar. Engine Parts. August 7, No comments. Leave a comment Click here to cancel reply.High pressure is built and then delivered by the pump to the fuel rail manifold. Afterwards it then flows through the injector lines and connector tubes to get to the injectors. The fuel pressure regulator or fuel control actuator in the high-pressure pump, controls rail pressure. The injectors have a hollow check ball which holds that rail pressure until the fuel solenoid is actuated by the ECM.

The system will not build enough rail pressure to start the engine if the injector connector tubes that sit in the injectors are leaking or if the check ball in the injector is leaking. Another issue might be the high-pressure limit valve. It takes approximately PSI of rail pressure to start the engine.

The fuel system contains high-pressure fuel up to 26, PSI. It is very important that you do not use your fingers to find leaks!

High-pressure fuel entering your bloodstream may result in limb amputation or even loss of life. Where there is a low fuel supply or none at all there should be 10 to 15 PSI to the high-pressure injection pump or the CP3 at idle.

how to test a cp3 injection pump

You will need to monitor the rail pressure to be sure that during cranking you have over PSI. If it is not, a hard start could be caused by one, or even more, injectors. If you do not see smoke from the tailpipe after about 10 seconds of cranking it means there is no fuel getting into the cylinders.

If the injector high-pressure connector tube or feed tube is not seated in the injector, the issue is a bad tube or there is an improper torque set on the nut, which should be a final of 37 ft. Verify the CP3 pump output volume. To see how fast the pressure of the rails can climb, you can cap off all of the injectors. To start, it will take approximately PSI rail pressure.

For a shorted fan clutch, unplug the fan and try starting it again. Possible codes are P or P Take note: The engine will shake or it may be perceived that it is a miss if there is a bad dual mass flywheel.

There may be a surge at idle due to low or no fuel supply pump pressure to the high-pressure pump. If the engine hangs at a higher RPM or is slow to decelerate, it may be injector wear due to excessive return that is causing this problem, as that is normally the case. The injectors will need to be replaced. Smoke may not be visible on DPF equipped trucks.

The exhaust may need to be disconnected or a test pipe temporarily installed to diagnose smoking issues. Conditionally on temperature and altitude, it would be normal if in less than a minute the smoke clears.

Unburnt fuel that burns your eyes is known as blue white smoke. If there is high altitude, cold temperatures and a considerable amount of idle time, these all are an indication of cold combustion. To check for a potential bad injector, check the nozzle tip for signs of leakage.

When it is cold, normal ambient temperatures should be displayed by the coolant, intake air, inlet air and battery temperatures.

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Excess particulates can be a factor during excessive idle time due to injector tips having a build up of carbon due to the cold. Recurring regeneration cycles, plugging and DPF restriction can happen because of this. All 6. FASS pumps are one of the options that are able to replace the in-tank supply pumps and are able to be mounted on the frame rail.

Most starting problems due to low pressure are caused by bad injectors as a result of erosion of the check ball seat. The pressure is supposed to default to a max of 26, PSI when you unplug the fuel control actuator.In order to do proper diagnostics you will need a scan tool and some special tools available from Miller Special Tools Mopar Special Tools. The high-pressure pump builds the high pressure and delivers it to the fuel rail manifold where it flows through the injector lines and injector connector tubes to the injectors.

The fuel pressure regulator fuel control actuator in the high-pressure pump controls rail pressure. If the injector connector tubes, where they seat into the injectors, leak or the check ball in the injector is leaking or the high pressure limit valve then it will not build enough rail pressure to start the engine. It takes approximately PSI rail pressure for starting. The fuel system contains high pressure fuel up to 26, PSI.

Do Not use you fingers to find leaks! High pressure fuel entering your bloodstream may result in amputation or loss of life. Injectors are the most likely cause for hard starting and extended cranking to start due to low rail pressure.

It is a good idea to check the rest of the fuel system prior to assuming the injectors are bad, however. The exhaust may need disconnected or a test pipe temporarily installed to diagnose smoking issues. If the engine hangs at higher rpm or is slow to decelerate, injector wear is what normally causes this problem due to excessive return. Injectors will need to be replaced. Buy Bosch Reman 6. If the smoke clears in less than 1 minute, this would be normal depending on temperature and altitude.

Blue white smoke that burns your eyes, is unburnt fuel, cold temperatures, high altitude and excessive idle time all mean cold combustion. All 6. There are also supply pumps that mount on the frame rail and replace the in tank supply pumps, such as the FASS pump. Test the supply pressure at the inlet to the CP3 pump. Zero supply pump pressure will not damage the CP3 injection pump like it does the earlier Bosch VP44 pump on the 5. The diesel particulate filter traps soot from the exhaust to lower particulate emissions.

how to test a cp3 injection pump

During certain driving conditions the engine will perform a regeneration cycle, which will use additional fuel injections and the catalyst to heat up the exhaust temps to the point where the soot will be burnt out and form ash. Any engine drive-ability issues or fuel system failures will cause premature plugging or failure of the DPF. If the DPF is plugging repeatedly or requiring excessive regeneration cycles there is probably another problem with the engine, fuel system, or EGR system.

Buy 6. The variable geometry turbocharger on the 6. Like any other VGT type turbochargers, poor driving habits and other failed or failing components will cause excessive carbon build up and eventually turbo failure due to sticking vanes. DTC P ; high pressure common rail check-sum, this is a deviation between the fuel pressure set point and the actual fuel pressure.

how to test a cp3 injection pump

Even though the code description identifies this code as a circuit code, the code can be triggered by actual rail pressure being too low.