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Call or Text (352) 722-5295The CP4.2 on the 2015-2016 Ford 6.7L Powerstroke
The Bosch CP4.2 is a twin-plunger radial pump: two 0.255-inch plungers set at 90 degrees, a 0.413-inch stroke, and 1.100-inch roller followers riding an elliptical dual-lobe cam, all spinning at twice engine speed. Bosch advertises up to 36,000 psi; Ford ran it to 30,000 psi on 2011-2019 engines. Ford feeds it with an electric lift pump in the frame-mounted conditioning module rather than an internal gear pump, which Diesel Hub rates as better at resisting fuel starvation. 2015-2016 trucks carry the earlier RP7 version of the pump. Ford moved to the more robust RP8, with better roller-shoe clearance and more tappet cooling flow, on August 23, 2021 production. More for this engine is on the Powerstroke hub.
What fails and why
The pump is lubricated by the fuel running through it. When lubricity is low, the roller followers skate on the cam instead of rolling and shed fine metal. That metal passes the metering-valve screen and contaminates the injectors, rails, lines, lift pump and tank. Owners report a sudden stall or no-start, sputtering with lost rail pressure, hard starts after refueling, and metal flakes in the fuel filter. It can happen at any mileage; one NHTSA complaint on a 2016 F-350 cites metal in the filter at 71,234 miles, and Diesel Hub suggests considering proactive replacement before 100,000 miles. Running the tank low speeds the wear, and Ford's own 2024 analysis blamed aged biodiesel deposits in the pump's roller parts.
Your three options
When the pump is due or done, there are three paths. One: an OEM-style CP4.2, new or remanufactured. It is the factory part with the factory risk profile. Two: a CP4.2 plus a disaster prevention kit. The S&S Gen2.1 kit (CARB EO D-756-6), listed under Filtration in this fuel system menu, splits the supply 25 inches before the pump, feeds the pump case and metering unit separately, and sends the pump's return through a 9-micron Donaldson spin-on, so a failing pump cannot seed the rails and tank. One part number fits 2011-2026. Three: the S&S DCR conversion (CARB EO D-756-7), which replaces the CP4.2 with a two-piston, eccentric-drive pump with a pressure-lubricated cam and bushings and 25% more displacement (1,250 mm3/rev). It fits 2011-2026 F-250 through F-750 and carries a two-year, unlimited-mile warranty. If the old pump has already failed, any of the three still needs the injectors, rails, lines, lift pump, filters and tank replaced or cleaned.
What we carry
The S&S Diesel Motorsport DCR Pump Conversion. Brand new and remanufactured stock CP4 pumps from Dynomite Diesel, the XDP XD525 remanufactured CP4, and an Exergy Performance CP4.2. Exergy Fuel System Saver improved inlet metering valves (FCA/MPROP) and the Exergy CP4.2 -6AN supply and return fitting kit. The Alliant Power AP0190 injection pump install kit. CP4 protection hardware from SPE Motorsport (Disaster Prevention 2.0 kit, -6AN pump fittings, Billet Exo Filter 2.0 lid) and the No Limit Fabrication 67CP4BPK CP4 bypass disaster kit. Fuel contamination kits from Alliant Power, XDP and SPE Motorsport, and the Fleece Performance Engineering lift pump pigtail.
Fitment notes
The XDP and Dynomite Diesel replacement CP4 pumps here are listed for 2015-2019 and the Exergy CP4.2 for 2011-2019, so both ranges cover your truck. The DCR does not need, and is not compatible with, the S&S CP4 Disaster Prevention Kit, so do not order both. It also requires the timing and calibration procedure supplied with it. The Exergy E05 10505 metering valve is listed for 2011-2019 Powerstroke and 2011-2016 Duramax; the E05 40105 is the Powerstroke-only version. The SPE Disaster Prevention 2.0 kit is listed for 2015-2016 specifically. Cab and chassis trucks use the Alliant AP57010 contamination kit. After any pump install, cycle the key 5-10 times, 20-30 seconds each, to prime. When in doubt, verify by VIN.
Frequently asked questions
Is the S&S DCR conversion emissions legal?
Yes. The DCR carries CARB Executive Order D-756-7, the document that shows an aftermarket part is emissions-legal in all 50 states. It is a durability upgrade and was not designed to add power on its own.
Should I put another CP4.2 on my truck?
You can. A stock CP4.2 from Dynomite Diesel, XDP or Exergy is the factory-spec route, but it carries the same risk profile as the pump that came off. If you go that way, pairing it with a disaster prevention kit keeps a future failure from contaminating the rails and tank.
Do I need a disaster prevention kit with the DCR?
No. S&S says the DCR does not need the CP4 Disaster Prevention Kit and is not compatible with it. The DCR uses a pressure-lubricated cam and bushings instead of the CP4.2's fuel-lubricated roller design.
Why did my CP4 fail?
The documented cause is lubricity. The CP4.2's roller followers rely on fuel for lubrication, and when lubricity is low they skate on the cam and shed metal. Running the tank low accelerates wear, and Ford's 2024 analysis also blamed aged biodiesel deposits. That is why a lubricity additive at every fill and never running low are the standard advice.
Not sure what fits? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.