2019-2020 Ram CP-4 pump replacement

[Hay Dude]

Some had an issue with fluid overflowing and causing a fire.

Ram Recalls Heavy-Duty Pickup Trucks for a Fire Risk - Consumer Reports

Ram is recalling more than 248,000 2500 and 3500 heavy duty pickup trucks from the 2020 through 2022 model years with Cummins diesel engines and 68RFE transmissions because a transmission fluid leak may cause a fire. Consumer Reports has details.

www.consumerreports.org

I have a 5500 Aisin

 

[groundcover]

I didn't think yours was in there .

 

[Hay Dude]

So far have put about 1000 miles on new pump. Towed heavy 6-8 times, too.
Other than slightly extended crank times, everything is about the same.

 

[jjeff]

My 16 Duramax has the cp4 stories of that pump self destructing and taking out all 9 injectors (one for dpf Regen) is supposedly a 10k job. Aftermarket companies have made a shutoff in case pump implodes it will automatically shut down the fuel system to lessen damage. Anyways good on ram for stepping up and doing this.

 

[Monster5601]

Some of you, those with a CP4, may find the following interesting. It was written by the engineers at Green Diesel Engineering and posted on forums mostly involved with the RAM ECOdiesel. GDE discusses software mitigation in their calibrations with the CP4 on ECODiesel engines. Currently, all ECODiesel engines have a CP4 recall through early January 2022 production.

"Insight on CP4 Bosch fuel pump

The CP4 Bosch fuel pump has been in the field since 2008 model year with European OEMs in both 1-
plunger (CP4.1) and 2-pluger (CP4.2) configurations. It came to the US market in the 2011 model year
used by the North American OEMs. Over the years there have been many failures of this pump due to
the plunger rotating in the bore leading to the roller bearing grinding on the cam lobe and sending metal
throughout the system. The design of the roller-bearing and cam lobe create inertial force on the
plunger to keep it in the proper alignment and it should never rotate if the roller wheel and cam always
stay in contact. However, there are situations internal to the pump when there is not enough
downforce on the plunger to keep it in contact with the cam lobe. This is the core issue of why these
pumps can fail.
Now, let’s discuss the internal operation of the pump. There are three operating modes: MPROP
control, PCV control (bleed valve on high pressure fuel rail) and coupled pressure control (CPC). The
MPROP is Bosch’s name for the fuel metering inlet valve, this controls how much fuel is delivered to the
plunger chamber. During MPROP closed loop control, the PCV is over-closed and MPROP delivers the
proper fueling to achieve desired pressure in the fuel rails. This method has been used since 2001 on
the CP3 pump and is robust. When the accelerator is released the MPROP closes to decrease flow and
the PCV opens momentarily to relieve excess rail pressure as the requested pressure is decreased.
The next mode of operation is PCV control. Here the MPROP is fully open and delivering max fuel to the
pump plunger and the PCV regulates the fuel rail pressure in closed loop control by closing only enough
to reach the desired rail pressure. The downside to this mode is that the high volume of fuel that is
pumped into the rail and then recirculated out thru the PCV consumes a lot of power inside the pump
and also generates a higher amount of heat. OEMs generally use the PCV-only control method when fuel
temps are cold, in order to heat up the fuel faster. This control strategy is also employed on the CP3 and
CP1/CP1H pumps.
On high power-density small displacement applications it is necessary to size the high-pressure pump to
meet the fuel flow requirements at rated power. On applications with solenoid injectors there is an
additional margin that must be included, due to the constant leakage from the injectors thru the
backflow line. However, these small displacement engines have a very low fuel rate at idle which means
just a very small flow of fuel thru the metering unit given that the fuel rate is low and also the rail
pressure is at its lowest point when idling.
With consideration given to component tolerance, sometimes it is not possible to govern properly via
metering-unit only control the rail pressure at idle or when coasting with a max tolerance part. This
happens because the metering unit at its very first opening position flows more fuel than is necessary to
meet the required demand. In the days of the Bosch EDC16 controller several OEMs would make a
switch back to the PCV mode at very low fuel rates including coasting, to let the metering unit be open
into a more controllable area.
With the EDC17 era was possible also a new mode called CPC (Coupled Pressure Control). This mode
allows to prescribe a desired value for both the metering unit flow and also the rail pressure controlled
via the PCV valve, leading both actuators to be under closed loop control via PID-governors (proportial,
integral, and derivative components). The purpose of this is to allow the metering unit to operate in a
more controllable flow rate but not pay the penalty of power consumption and heat rejection by full
PCV mode. You can think of this mode as the PCV one but with lower flow rate thru the metering unit.
The OE calibrations for the EcoDiesel 2014 thru the present (both Gen2 and Gen3) all use this CPC mode
as part of their calibration strategy. If you rev the engine while parked with the hood open, as the
engine speed comes back to idle is very common to hear a prominent noise akin to gravel in a rock
crusher or to an engine with solid lifter camshaft that has an incorrect valve lash. This noise happens as
the metering unit flow is varied (via CPC algorithm) thru the pump and generally lasts for a number of
seconds, sometimes going away and other times persisting indefinitely.
We surmise that during this transition period of flow rate that the noise is generated by a clearance that
forms between the roller wheel and the pump’s camshaft. During normal operation (with the factory
calibration), the pump operates in MPROP mode generally when under load but constant makes the
transition to the CPC mode in light load and coasting situations. During that transition the MPROP has to
make a large change in delivery almost instantaneously, leading to a loss of motion control within the
valvetrain of the pump.
In all Green Diesel Engineering tuning we turn off CPC mode for EcoDiesel applications (GEN2 and
GEN3). This seems to have significantly reduced potential for the plunger to lift off the cam lobe. Due
to a persistent backflow from the solenoid injectors to the tank we find it is not necessary to use the
PCV mode for fuel heating. Thanks to additional learning functions inside the software we find it is 100%
reliable to run in metering-unit only control in 100% of operation. This eliminates the pump noise you
hear in light/no-load transitory operation and offers the least amount of energy to drive pump which
aids in fuel economy. Minimizing pressure disturbances internally in CP4 is the best method to
maximize fuel pump life and minimize a catastrophic failure.
GDE tunes exhibit a much lower failure rate in the field. The only failures of the fuel system we have
heard about entail putting gasoline in the fuel tank, putting DEF in the fuel tank, high water content in
diesel fuel or running the system out of fuel (pump loses lubrication)."

 

[Hay Dude]

So somebody came out with a software fix to extend the life of the CP-4. That’s interesting. I wonder how many people are running this software right now and is it only for the Eco Diesel?
I swear my Ram ran slightly better with the CP-4. It develops more pressure and “on paper” it’s a better pump, but we all know the failures.

 

[Monster5601]

So somebody came out with a software fix to extend the life of the CP-4.

I wish I had a better understanding of what GDE did with their cals and the CP-4 pump, what they discussed is over my head. It does make me wonder why RAM didn't do this to help protect the HPFP.

About a year ago I took delivery of a new RAM 1500 ECODiesel, with about 1,200 miles on the odo, I drove over to GDE and had their engine and transmission calibration installed. It was a remarkable and highly noticeable result. The entire behavior of the powertrain was noticeable and for the better, much better. I also experienced an increase in MPG albeit with a new engine, I'm not sure what the exact results would be with and without GDE's calibrations. I get an average of 32.6 MPG on summer blend diesel.

My ECODiesel was not part of the CP4 recall, my build date was just outside the recall cutoff date. I don't know what changed between HPFPs in production. There doesn't seem to be any clear answers on what RAM is doing or what they are replacing some of the CP4s with.

In my ECODiesel, the 2015 Cummins (CP3), tractor, mower, and RTV, I run Hot Shot's Everyday Diesel Treatment to improve the lubricity of the fuel.

 

[Hay Dude]

I wish I had a better understanding of what GDE did with their cals and the CP-4 pump, what they discussed is over my head. It does make me wonder why RAM didn't do this to help protect the HPFP.

About a year ago I took delivery of a new RAM 1500 ECODiesel, with about 1,200 miles on the odo, I drove over to GDE and had their engine and transmission calibration installed. It was a remarkable and highly noticeable result. The entire behavior of the powertrain was noticeable and for the better, much better. I also experienced an increase in MPG albeit with a new engine, I'm not sure what the exact results would be with and without GDE's calibrations. I get an average of 32.6 MPG on summer blend diesel.

My ECODiesel was not part of the CP4 recall, my build date was just outside the recall cutoff date. I don't know what changed between HPFPs in production. There doesn't seem to be any clear answers on what RAM is doing or what they are replacing some of the CP4s with.

In my ECODiesel, the 2015 Cummins (CP3), tractor, mower, and RTV, I run Hot Shot's Everyday Diesel Treatment to improve the lubricity of the fuel.

I ran hot shot in my CP-4 every tankful for about 3 years until they replaced the pump. I may continue running it again, but like you, I don’t really know. The article I gave a link to claims the replacement is a CP-3.
I heard when a customer had a failed pump, they simply installed another “improved” CP-4, but the replacement campaign was supposed to be CP-3’s.

 

[jjeff]

I occasionally run a cetene booster/ lubricity additive however in my Duramax and my old 326ss I've taken a mental note it appeared to me anyway that I'd run through regeneration cycles more frequently on the dpf, thereby negating any fuel savings I may or may not be getting. Does it lengthen durability and life of cp4 pump? Pushing 100k I'm unsure. Interesting article however what a tune/ reprogram, bypass may do to help durability of cp4. thanks for article I like options lol.

 

[timswi]

Guys I know with CP4's in Dmax's swear by installing a lift pump to take some of the heat of the CP4. I have no personal experience with this but it seems to be a very popular add-on and they say it works well. Just throwing out what I've heard.