Some more research on things no one tells you about these trucks and I've canceled my order for the stock cp3 and installation kit. Part of the reason for going cp3 is to not have the 9th injector spraying fuel in ann exhaust that doesn't have a car or def system. Well what they don't tell you. A stock cp3 dose not make enough pressure for stock lml injectors. So I need a modified one. There 1000 to 27000 but if I buy the kit that comes with the pump 1800-2700 depends on the brand. It will work.what they don't tell you about that is it will need custom tuning to run. Ok... Can't get custom tuning without something called an ez link. Another 2400 not counting the download. I'm screwed I literally can't afford to fix my truck and I have limited time on that lift. It ma end up outside in the rain and eventually junk because I literally have no idea what to do. The cp4.5 in it has 240,000 mi on it they get rebuild around 130 so it's on borrowed time. I also found out when a cp4.5 goes bad they destroy the entire fuel system! Tank lines pump injectors everything. So what do I do? I'm seriously thinking about a violent crime for a welcome vacation because I'm loosing my mind over this junk
What did you do to your non-G body project today? [2022]
- Thread starter g0thiac
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This is a dumb question, I'm not the biggest diesel guy....
Can't you just get a replacement cp4.5 now as it sits, either rebuild yours before it grenades, or, get one off the shelf already done instead of that cp3 you talked about? Ignorant on cost too, so again, forgive late model diesel ignorance.
Then, keep track of your mileage, around 100k repeat the process?
Sucks because it's not bulletproof, and I don't really know where that thing is or how much tearing apart it needs to replace regularly. But. Maybe the project creep needs to stop angling for the bulletproof 500k mile lifecycle and turn into good enough for 125k good miles until you can plan out a better situation admdig in again?
Also, some Google help so I know something about wtf I'm posting about... it mentioned something called a cp4 'disaster kit's that cost around $400 but re-routed things so the shrapnel/shavings from a failing cp4 go back to the fuel tank to be picked up by filters/strainers/etc and not contaminate the lines and injectors....
Does that do anythjng?
It ran this long. Wouldn't it just be better to give it what it needs, put it back stock and put it back together? If you put it back stock, there's no expensive re-engineering.
And the same thought process I was angling at asking if he can't just preemptively replace that one near-end-of-cycle part....
I think we've got. Votes for K-I-S-S principle here.
Then again, we don't know how much of everything else he's ordered or done will work with the old stock part either
When a cp4.5 grenades it sends the metal first into the comen rails and then into the injectors from the injectors threw the return lines back to the tank where it gets sucked into the lift pump and back to the cp4.5 and a lot of the lines are internally coated so you gotta change them too.
In other news!!!! EJ just got back from vacation and called me. I quickly told him my dilemma and I was thinking about a prison sentence as a vacation.
He very quickly had some answers. What the guy trying to sell me parts out of FL told me was not entirely true. Yes I do need to convert to a modified cp3 with a kit. However I don't need the experience of buying there ez link. I had asked that guy if the equipment in the truck would support tuning he said no. EJ who has been in my truck was like BS! The tuner in my truck has a USB port to support tuning. And whether it's EFI live easy tune or whatever the other ones are out there his buddy Ben can do all the tuning off his laptop and he already owns the tunes because he spent like 30k on diesel tuning equipment. What would he charge me? I don't know but it won't be another 5k! So now I'm going to shop for the conversation kit with the pump. It may be 2g but I'm never taking the top of that motor off agine! Changing a pump on one of these is an easy 16 hour job so I gotta do it and put some miles on this thing. The big suck is I can't even start it when I get it all done because the tune will be wrong I have to wait until the tuner is done before I can hear it run agine. At least my blood pressure is dropping now
I wish I could but to put it back to stock there's way to many parts missing. I started to price it out that way and stopped when I hit 20k you see there's no def cat or EGR systems on this motor anymore and the issues are it wasn't done correctly. Apparently with a Duramax after the cheap bolt ons it's all or nothing at all
Which is why I grabbed a copy for my build resources. An overall shot like the one immediately above doesn't do it for me 'cause too much of the detail is lost. The cropped pic, on the other hand shows exactly the details that I need to know about to finish plumbing my own intake. The biggest side bar to that goat F*** is that I have finally found a source for the lower injector O-rings. Seems Lingenfelter's offers a set that exacting match the ID and OD of what I have. I tried specking them as EV6/USCAR from a 2011, both Camaro and Vette but they came up as the same Fel-Pro number that I already had and which was too small in the ID. So they are on their way. After that the next big ticket item is going to be a pre-oiler for this mill as I can't just yank the timer and spin the oil pump shaft with a 1/2 inch drill motor. There is also the stock manifolds to deal with as I shave off the bosses that accepted the screws that held on those tin heat guards. Most of the tabs were rusted out anyway. So I am going to see if I can fill the screw holes and then shave the bosses down completely. I know for sure that one is a pocket and clipping it off will expose the exhaust passage in the manifold so that is going to take a little thought
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