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If you own a 2011 or newer 6.7L Power Stroke, there is a good chance you have heard somebody talk about the CP4.
Usually, it is not part of a good story.
The Bosch CP4 high-pressure fuel pump has become one of the most discussed components on the 6.7L Power Stroke. The concern is not simply that a fuel pump can fail. Every mechanical component can eventually fail. The concern with the CP4 is what can happen to the rest of the fuel system when a catastrophic internal failure occurs.
Metal debris from the pump can make its way into the high-pressure fuel system, turning what could have been a fuel pump replacement into a much larger repair involving injectors, rails, lines and other components. S&S Diesel Motorsport estimates CP4-related fuel-system repairs can easily exceed $10,000.
That is exactly why the DCR pump has received so much attention from Ford 6.7L Power Stroke owners.
Instead of trying to find another way to protect the factory CP4, the S&S Ford 6.7L CP4 to DCR Conversion Kit removes the CP4 and replaces it with a completely different high-pressure fuel pump design.
So what exactly is a DCR pump? How does it work? Does it require tuning? Can it make more power? Can it still fail? And is converting from a CP4 to a DCR worth the money?
Let's get into it.
The DCR is a two-piston high-pressure common-rail fuel pump used in the S&S Diesel Motorsport CP4 to DCR conversion for the Ford 6.7L Power Stroke.
The pump is based on a Stanadyne DCR fuel pump architecture. S&S Diesel Motorsport and PurePower Technologies worked together to develop a version specifically for the Ford 6.7L Power Stroke platform.
That Ford-specific part is important.
This was not simply a matter of finding another high-pressure pump, machining an adapter and making it fit on a Power Stroke.
The S&S and PurePower engineering team developed the Ford version of the DCR to match the CP4's output curve while maintaining OE-style fit and function. Because of that, the conversion does not require ECU calibration changes.
In simple terms, you are changing the pump that creates the high-pressure fuel without changing the way the truck expects that fuel system to behave.
If you want a quick look at what the conversion is all about, check out our video:
CP4 to DCR Pump Conversion: Ford 6.7L Power Stroke
The answer really comes back to the CP4.
The high-pressure fuel pump has one of the hardest jobs in a modern diesel fuel system.
Fuel leaves the tank at relatively low pressure. Once it reaches the high-pressure pump, that pressure has to be increased dramatically before the fuel is delivered to the rails and injectors.
The CP4 performs that job on the factory 6.7L Power Stroke fuel system.
The problem is what can happen if the pump experiences an internal mechanical failure.
A catastrophic CP4 failure can generate metal debris. Because that pump feeds the high-pressure side of the fuel system, contamination can travel beyond the pump itself.
Now the repair is no longer just:
"Replace the bad fuel pump."
It may become:
"Replace or clean a large portion of the fuel system."
That is a very different repair bill.
For somebody using an F-250 to tow their camper several times a year, that is a major headache.
For somebody whose F-350, F-450 or F-550 makes money every day, the downtime can be just as painful as the repair cost.
The DCR conversion takes a different approach to the problem.
Instead of asking:
How do we protect the rest of the truck if the CP4 fails?
It asks:
Why keep the CP4 at all?
One of the biggest misconceptions about the DCR is that it is some kind of upgraded CP4.
It isn't.
The DCR is not a modified CP4.
It is not a CP4 with stronger internals.
It is not a rebuilt CP4 with a few redesigned pieces.
The DCR is an entirely different high-pressure fuel pump architecture.
The S&S/PurePower DCR uses patented eccentric-drive pumping technology with a pressure-lubricated cam and bushings. Its inlet metering valve also uses corrosion-resistant components and features designed to help prevent larger debris from entering the actuator.
That difference is a big part of why people are interested in the DCR in the first place.
You are not trying to improve the factory CP4.
You are replacing it.
We took a closer look at that idea in this video:
NEW S&S DCR Pump: 6.7L Power Stroke CP4 Delete
You do not need to understand every piece inside a common-rail fuel system to understand what the DCR is doing.
Think of the fuel system in two basic sections.
First, you have the low-pressure side.
That side brings diesel fuel from the tank toward the engine.
Then the high-pressure pump takes over.
The DCR takes that incoming diesel fuel and creates the extremely high fuel pressure required by the common-rail injection system.
From there, pressurized fuel is supplied to the fuel rails and ultimately to the injectors.
Inside the DCR, a two-piston design and eccentric-drive mechanism perform the high-pressure pumping work.
S&S rates the DCR for a maximum fuel delivery of 1,250 mm³ per revolution, which is approximately 25 percent more displacement than the CP4.2.
That does not mean your engine automatically gets 25 percent more fuel after installing a DCR.
There is an important difference between pump capacity and fuel actually commanded by the engine.
Not by itself.
This is probably one of the easiest DCR specs to misunderstand.
Yes, the DCR has more displacement than the CP4.2.
No, bolting one onto your 6.7L Power Stroke does not automatically add horsepower.
Your truck's engine calibration still determines how much fuel is commanded.
S&S states that the DCR's additional capacity can support more power when the engine calibration calls for additional fuel. Simply installing the pump does not increase engine power.
Think about it like having a larger water pump.
Having more available pumping capacity does not mean the faucet has to be wide open all the time.
For most 6.7L Power Stroke owners considering a DCR, horsepower is not the main reason to make the conversion anyway.
Reliability is.
We also tested the truck after the conversion. You can see the results here:
Test Results: CP4 Delete to 6.7L S&S DCR Pump
No.
This is a big advantage for somebody who wants to address the CP4 without turning the truck into a completely different build.
The Ford-specific DCR was engineered to match the CP4 output curve, allowing it to operate without requiring ECU calibration changes.
That means you do not have to install the pump and then go searching for custom tuning just to make the truck operate correctly.
The goal was to create a CP4 replacement with OE-style fit and function.
For daily drivers, tow rigs, work trucks and fleet vehicles, that is important.
A lot of people looking at a DCR are not trying to build an 800-horsepower truck.
They just want their 6.7L Power Stroke to start every morning, pull the trailer and make it home.
Yes.
This is an important part of the installation.
S&S says the DCR needs to be timed primarily because of engine harmonics. The conversion was developed to operate as close to stock as possible, and the timing procedure is part of achieving that. S&S recommends following its timing instructions step by step.
This is not one of those installation steps where "that looks about right" is good enough.
Follow the procedure.
A DCR conversion is still a high-pressure diesel fuel-system job. Cleanliness, correct torque, proper fuel-line installation and pump timing all matter.
If you are considering doing the job yourself, watch our installation video before tearing into the truck:
How to Install an S&S DCR Pump on a Ford 6.7L Power Stroke
Seeing the job before starting can give you a much better idea of what is actually involved.
Changing from a CP4 to a DCR requires more than replacing one pump with another.
The S&S Ford 6.7L CP4 to DCR Conversion Kit combines the DCR high-pressure pump with the application-specific components needed to integrate it into the factory Ford fuel system.
S&S uses OE-grade braided hose and steel fuel lines as part of the conversion. The entire system is designed around OE-style fit and function rather than piecing together a collection of universal hoses, adapters and fittings.
If you want to see what actually comes out of the box before ordering one, we did that too:
Unboxing the NEW Ford 6.7L Power Stroke S&S DCR Pump
That video gives you a much better look at the actual parts than a list of components ever could.
The current S&S CP4 to DCR Conversion Kit available from Thoroughbred Diesel lists applications for:
2011 to 2026 Ford F-250
2011 to 2026 Ford F-350
2011 to 2026 Ford F-450
2011 to 2026 Ford F-550
2023 to 2026 Ford F-600
Thoroughbred Diesel's current product listing also notes that 2011 through 2016 applications require a new vacuum pump gasket.
Because fitment can change as new model years are released, always verify your exact year, make and model on the product page before ordering.
Check Current S&S DCR Fitment and Pricing
S&S describes the DCR as compatible with biofuels and low-lubricity fuels. The pump's pressure-lubricated cam and bushing design is also an important part of its durability strategy.
That does not mean fuel quality suddenly stops mattering.
A modern common-rail diesel fuel system still depends on clean fuel.
Water is still bad.
Dirt is still bad.
Gasoline in the diesel tank is still very bad.
DEF in the fuel tank is still a great way to turn your afternoon into a story you will tell for years.
Changing to a DCR does not make contaminated fuel safe.
Good filtration and good fuel-system maintenance still matter.
S&S does not require the use of a diesel fuel additive with the DCR.
They also state that using a fuel additive of your choice will not hurt the pump.
Whether you choose to run an additive for lubricity, cetane, storage, cold-weather operation or another reason is a separate decision.
The DCR itself does not require one.
Of course.
Any company telling you a mechanical fuel pump can never fail should make you suspicious.
The DCR is still a mechanical high-pressure pump operating in an extremely demanding environment.
The better question is not:
Can it fail?
The better questions are:
How is it designed?
What weaknesses was the design intended to address?
What happens when there is a problem?
The DCR uses a different architecture from the CP4, including its eccentric-drive pumping system, pressure-lubricated cam and bushings, and debris-management features in the inlet metering valve.
S&S also specifically states that the DCR does not suffer from the same catastrophic bottom-end failures that its CP4 Disaster Prevention Kit was designed to address.
That is very different from saying the DCR is physically incapable of failure.
You still need clean fuel.
You still need functioning filters.
You still need proper installation.
And you still need to maintain the truck.
This is another place where people sometimes mix two different solutions together.
A CP4 disaster prevention kit is designed to help contain contamination if the CP4 experiences a catastrophic failure.
The DCR conversion takes a different approach.
It removes the CP4.
S&S specifically states that its Gen2.1 Disaster Prevention Kit was designed for the CP4 and is neither compatible with nor needed with the DCR.
So the two strategies look like this:
Keep the CP4: Add protection designed to limit damage if the pump fails.
Convert to DCR: Remove the CP4 and replace it with a different high-pressure fuel pump.
Neither conversation has to become more complicated than that.
This is where timing matters.
There is a huge difference between removing a healthy CP4 as preventative maintenance and replacing a CP4 after it has already experienced a catastrophic failure.
If your CP4 is still functioning normally, you can install the DCR conversion and remove that pump from the equation before a failure occurs.
If your CP4 has already failed and sent metal through the high-pressure fuel system, installing a new DCR pump alone does not make the contamination disappear.
The contaminated system has to be dealt with.
Depending on the failure, that may involve injectors, rails, fuel lines and other components.
That is why Thoroughbred Diesel offers a Fuel System Contamination Kit with DCR for trucks that are already dealing with a contaminated fuel system. The kit is designed as a more comprehensive recovery solution for fuel contamination involving metal debris, water intrusion or other fuel-quality issues.
There are really two different customers here.
You are looking at the standard:
S&S Ford 6.7L CP4 to DCR Conversion Kit
You are proactively removing the CP4 before it has the opportunity to contaminate the fuel system.
You may need a much more complete repair:
Thoroughbred Diesel Fuel System Contamination Kit with DCR
The difference can be thousands of dollars.
That is also why so many owners consider doing the DCR conversion before there is a failure.
The DCR is rated at a maximum of 1,250 mm³ of fuel per revolution.
That is approximately 25 percent more displacement than the CP4.2.
That extra capacity can provide additional performance headroom when the engine calibration calls for more fuel.
S&S also points out another benefit that does not get talked about nearly as much.
The additional pump capacity can help provide enough flow for worn injectors that have higher fuel return rates.
For the average stock or mildly modified 6.7L Power Stroke, though, the additional capacity probably is not the main reason for buying the conversion.
The capacity is a bonus.
The real reason most owners are researching this pump is because they want the CP4 gone.
Installing a pump with more available displacement does not mean your engine automatically consumes more fuel.
The ECM still controls fuel demand.
Think of the DCR's extra pumping capability as available capacity.
The truck only uses what the engine calibration calls for.
So no, having a DCR capable of supplying more fuel does not mean it sits there dumping 25 percent more diesel into the engine every time you drive to work.
Your right foot is still perfectly capable of hurting fuel economy without any help from the DCR.
The S&S DCR Pump Conversion is CARB compliant under EO D-756-7. Thoroughbred Diesel also currently lists the conversion as SEMA Certified Emissions Compliant under SC-SDM01-0034.
That is worth pointing out because "CP4 delete" can sound like one of those phrases that immediately sends people down the emissions-delete rabbit hole.
That is not what we are talking about here.
The CP4 being removed is the high-pressure fuel pump.
The emissions system remains intact.
The current S&S DCR conversion is backed by a two-year, unlimited-mile warranty.
For a product targeted heavily toward work trucks and high-mileage owners, the unlimited-mile portion is especially worth noting.
This is where the decision becomes personal.
If you replace your perfectly functioning CP4 with a DCR and your original CP4 would have gone another 200,000 miles without a problem, you could argue that you spent money fixing a problem you never would have had.
That is true.
But nobody knows which CP4 is going to fail.
That is the entire problem.
If the pump fails and contaminates the rest of the fuel system, suddenly the cost of proactively replacing it looks very different.
For most owners, the DCR decision comes down to risk tolerance.
Do you keep driving with the CP4?
Do you keep the CP4 but add a disaster prevention strategy?
Or do you remove the CP4 entirely?
For somebody who plans on keeping their 6.7L Power Stroke for a long time, tows far from home, relies on the truck for work or simply does not want a CP4 failure hanging over their head, the DCR becomes pretty easy to understand.
It is not really about adding another modification.
It is about removing something you do not trust.
If you are seriously considering the conversion, we have spent quite a bit of time around the DCR ourselves.
Instead of relying only on pictures and product descriptions, these videos give you a closer look at the actual pump, the kit, the installation and the truck afterward.
CP4 to DCR Pump Conversion: Ford 6.7L Power Stroke A quick introduction to the DCR conversion and why 6.7L Power Stroke owners are looking at it.
Unboxing the NEW Ford Power Stroke 6.7L S&S DCR Pump See the actual DCR conversion components before they go on the truck.
How to Install an S&S DCR Pump on a Ford 6.7L Power Stroke A closer look at what is involved in removing the CP4 and installing the DCR conversion.
NEW S&S DCR Pump: 6.7L CP4 Delete A closer look at the pump and why replacing the CP4 is such a big deal for these trucks.
Test Results: CP4 Delete to 6.7L S&S DCR Pump See how things turned out after the CP4-to-DCR conversion.
The DCR is a two-piston high-pressure common-rail fuel pump. S&S Diesel Motorsport and PurePower Technologies developed a Ford-specific version based on the Stanadyne DCR architecture to replace the CP4 on the 6.7L Power Stroke.
The S&S DCR conversion replaces the Bosch CP4 high-pressure fuel pump on supported Ford 6.7L Power Stroke trucks.
No. The DCR uses a different high-pressure pump architecture and patented eccentric-drive pumping technology.
No. The Ford-specific DCR was designed to match the CP4 output curve without requiring ECU calibration changes.
Not simply by installing it. The DCR has approximately 25 percent more displacement than the CP4.2 and can support additional power when the calibration commands additional fuel.
S&S rates the DCR at a maximum of 1,250 mm³ of fuel delivery per revolution.
Yes. S&S specifies a timing procedure primarily because of engine harmonics and recommends that installers follow the instructions step by step.
No. A fuel additive is not required, although S&S states that using the diesel fuel additive of your choice will not hurt the pump.
No. The DCR replaces the CP4 entirely. S&S states its Gen2.1 CP4 Disaster Prevention Kit is not compatible with and is not needed with the DCR.
Any mechanical fuel pump can fail. The DCR, however, uses a fundamentally different pump design from the CP4 and was developed as a more durable alternative for the 6.7L Power Stroke application.
If the CP4 has already contaminated the fuel system, replacing only the pump may not be enough. Injectors, rails, lines and other fuel-system components may also need attention. For an already-contaminated system, see the Thoroughbred Diesel Fuel System Contamination Kit with DCR.
You can purchase the S&S Ford 6.7L CP4 to DCR Conversion Kit from Thoroughbred Diesel.
The DCR is not a gadget designed to make 6.7L Power Stroke owners feel a little better about their CP4.
That is the appeal.
S&S Diesel Motorsport and PurePower Technologies started with the Stanadyne DCR pump architecture and engineered a version specifically around the Ford 6.7L Power Stroke. The result is a two-piston high-pressure fuel pump with OE-style fit and function, no required ECU calibration changes and approximately 25 percent more displacement than the CP4.2.
Is every 6.7L Power Stroke owner going to pull out a perfectly functioning CP4 tomorrow?
Probably not.
But if you plan on keeping the truck, depend on it for work, tow thousands of miles from home or simply do not like waiting to see if your CP4 will become one of the bad ones, the DCR gives you another choice.
You can protect the CP4.
You can keep driving and hope the CP4 never gives you a problem.
Or you can take the CP4 out of the equation.
If that third option makes the most sense for your truck, check out the S&S Ford 6.7L CP4 to DCR Conversion Kit at Thoroughbred Diesel.
If your CP4 has already failed and contaminated the fuel system, start with the Thoroughbred Diesel Fuel System Contamination Kit with DCR.