2017-2019 Ford 6.7L Powerstroke Injection Pumps

Injection Pumps on the 2017-2019 Ford 6.7L Powerstroke

The CP4.2 sits at the center of the fuel system. The electric lift pump in the frame-mounted Diesel Fuel Conditioning Module sends filtered fuel forward, and the CP4.2 takes it to as much as roughly 30,000 psi for the twin rails and eight piezo injectors. Fuel enters the pump through an inlet metering valve, the part listings call FCA or MPROP, which controls how much fuel the pump takes in. The pump is lubricated by the fuel it moves, which is why fuel lubricity matters so much on this engine. The CP4.2 has been on the 6.7L since 2011, and 2015 brought the larger-displacement version your 2017-2019 truck carries.

What fails and why

On low-lubricity ULSD, the CP4.2's internal cam follower can lose contact with the cam lobe and wear. The metal it sheds travels into the rails, injectors and lines. There is no fixed failure mileage. The signs are hard or extended cranking (often worse when warm), P0087 or P0088 rail-pressure codes, rough idle or surging, power loss that can come on suddenly at highway speed, knocking from the front of the engine, and metallic glitter in the fuel filters. That is why a CP4.2 failure is rarely a pump-only repair: the fix replaces both pumps, all eight injectors and every fuel line, and includes removing and cleaning the tank. One caution before you buy a pump: a hard hot-start most often traces to a fuel leak that loses prime, or to poor fuel, so check the filters and fuel quality first.

Stock replacement vs. upgrade

You have three paths. The first is stock replacement: a new or remanufactured CP4.2 with a fresh install kit, plus a contamination kit if the old pump has already shed metal. Pair it with a lubricity and cetane additive in every tank, the low-cost CP4.2 insurance most sources recommend, and consider a CP4 disaster prevention kit, built to limit the damage if the pump lets go. The second path is added supply. The stock piezo injectors support 700-plus rwhp when fed properly, but the CP4.2 cannot hold rail pressure at long injector durations, so high-power builds add a second pump or a stroker CP4.2. The third is conversion: swapping the CP4.2 for a different pump removes the CP4 failure mode, and the S&S Diesel Motorsport DCR Pump Conversion is one example here. Before ordering any conversion or second-pump kit, confirm that specific kit's model-year fitment and CARB EO status for your state.

What we carry

For stock replacement there is the XDP XD525 remanufactured CP4, the Dynomite Diesel DDPNCP4-441 brand-new stock CP4 and DDPCP4-441 stock reman CP4, and an Exergy Performance CP4.2 pump. Exergy also offers its Fuel System Saver improved stock inlet metering valves (FCA/MPROP) and a Scorpion Accessories CP4.2 -6AN supply and return fitting kit. Alliant Power supplies the AP0190 fuel injection pump install kit and the AP57002 contamination kit, and XDP has the XD516 contamination kit. SPE Motorsport brings the Disaster Prevention 2.0 Kit, Dual Fueler kits with or without a CP3, CP4 pump -6AN fittings, the Billet Exo Filter 2.0 lid and the DKT171967 contamination kit. You will also find the S&S Diesel Motorsport DCR Pump Conversion, the No Limit Fabrication CP4 Bypass Disaster Kit and a Fleece Performance Engineering lift pump pigtail.

Fitment notes

Because the larger-displacement CP4.2 arrived for 2015, read each pump's year range: the XDP and Dynomite stock pumps are listed for 2015-2019, while the Exergy CP4.2 lists 2011-2019. The Exergy inlet metering valve listings each cover 2017-2019 6.7L trucks. Factory-style lift pump and DFCM parts are 2011-2019 pieces, since Ford moved the lift pump into the tank for 2020, and 2020-up trucks run 36,000 psi with different hardware. For conversion, second-pump and bypass kits, check the specific kit for model-year fitment and CARB EO status before you order. Chassis cab F-350, F-450 and F-550 trucks differ from pickups in many parts, so verify by VIN.

Frequently asked questions

How do I know if the CP4.2 on my 2017-2019 F-250 or F-350 is failing?

Watch for P0087 or P0088 rail-pressure codes, hard or extended cranking that is worse when warm, rough idle, power loss and knocking from the front of the engine. Metallic glitter in the secondary filter confirms it. If the only symptom is a long warm crank, check for a fuel leak or poor fuel first.

Can I replace just the CP4.2 pump?

Rarely. A CP4.2 failure is rarely a pump-only repair, because the debris reaches the rails, injectors and lines. The fix replaces both pumps, all eight injectors and every fuel line, and the tank is removed and cleaned. Contamination kits with or without the pump are built for that job.

Should I convert away from the CP4.2?

That depends on how you use the truck and how much risk you want to carry. A conversion removes the CP4 failure mode, but confirm the specific kit's model-year fitment and CARB EO status for your state first. If you stay with the CP4.2, run a lubricity and cetane additive in every tank and keep up with fuel filter service at 15,000 to 22,500 miles.

What is the difference between the SPE Dual Fueler with CP3 and without?

Both are second-pump kits for builds that need more fuel than the CP4.2 can supply at long injector durations. The S100288 includes a CP3, while the S100290 leaves it out for owners who are sourcing the pump separately. Check either kit's fitment and CARB EO status before ordering.

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.