Don't ask why...

But I had to spin my top CP3 dry for 200 miles. Think it is trashed?

I can see the gears and the internals being ok...with residue diesel in there...but it seems like the plungers would pump themselves dry in short order?

I am sure this will be a more popular topic someday with more dual pumps on the road...as gremlins attack as usual and the dire need to truck on under 3 am redneck shade tree midnight mechanic repair antics...

 

Chris,
I have to ask: How the heck did that happen?

 

I don't have an answer about the effect that might have on the cp3, but I'm curious as to what happened. I know, I know, you said don't ask, but your misfortune could possible prevent something similar from happening to the other fellow dual cp3 folks. Could you call down to Industrial Injection and see what they think? 801-972-0476

Jared

 

Um...well...um...

I kinda had a "custom bent feed line" for my application because I had one of the first Evil Kits for a Dodge CP3. I think the line nut scored the wall of the line a little during the bending process and reduced the wall thickness right after the connection to the CP3. It is also a long line...lots of vibration etc. So fatigue, stress concentration, and reduced wall thickness cause the line to crack 1/16" about the top half of the circumference. The lines are different now and I personally am going to support the line with a clamp to the OEM Plastic Valve cover...so there should not be a problem for anyone else. Call it a 7-10k beta test on my part.

I was towing a big trailer up to Sun Valley From Boise...1/2 way there at the top of the pass...thought the windows were fogging...hit the defrost...smelled diesel...hit the wipers...smeared diesel all over the winshield...had to go another 30 seconds...white smoke starts...gets sucked into the cab...now I really can't see...oh its 11:30 at night too...find the shoulder at last...coast over as the engine dies...LOL

popped the hood...white smoke for 15 minutes till I can see anything...4-5 gallons of diesel coved the entire truck...top bottom engine compartment...trailer...dripping on the ground. Coul;d not even step up on the ranch hand to inspect.

My luck I had a uni overall in the tool box...so I suit up and dig in.

By 2 am I had the line off...lift pump feed line plugged...rail sensore back in the rail and the CP fuel return looped back to the CP lp inlet. all I was missing was 1 -6 AN cap to plug the adapter fitting at the rail for the CP fuel return. Called all my buddies back in Boise...one woke up and drove over to my garage...found the part...drove it up to me by 3am...and I was on my way.

By 5 am in Sun Valley I found a car wash WITH a dollar changer...and got most of the mess off the truck, trailer and DOG!

Went right to work and remodeled a condo for 30 of the next 48 hours and limped home.

So...200 miles on a fuel isolated...but still driven top CP3.

I wish one day when I break down...I could just wait...but it always seems that I have to get there or bust...

Remember my 1000 mile trip with an 18k trailer one year ago on a spun A5k that would not make more than 5 psi of boost since the compressor wheel was grinding into the housing? LOL

The Cummins lives on!

To be continued...

 

Wow, that doesn't sound like much fun at all!

Isn't the top pump belt-driven...or did you just not have a stock length belt with you?

 

Did not have the stock belt...nor did I have the "extra" hands or light to do so...

I think I might piece together a "eliminator kit" with what is need if anyone had to drop one pump cause of a gremlin or road hazard.

 

That would be great!

 

dang man. You have to do what you have to sometimes... but i'm not sure the top CP3 will be a good one after that. Thats alot of time for it to cavitate. But you can always try running it. If it doesnt put out to usual then you'll know its done.

 

Hello,


Sorry I cannot answer your question but you have a good friend there.

Damon

 

If nothing else give John a call and see if he could give it a once over.

The only real concern I would have is if there was any gauling of the pump pieces of it could get to your injectors once you get fuel back to it.

FWIW Shane told me about your problem the other day, but I am glad you are back on your way to gettin it worked out. Hate to hear of a fellow member breakin... especially at midnight.

 

Its probably garbage. I have seen Detroit HP fuel pumps go bad, just from running the engine out of fuel. I wouldnt try without having it gone through first, as someone else said any trash in the pump will also ruin your injectors.

 

I was talking to Cody at II about my blown out plugs on my bottom pump. I told him it ran for maybe a minute with the plugs out and it was pouring fuel everywhere. He said it still probably junked plungers. Said the only way to tell was to tear it down. So my pump had fuel going to it...would yours be worse b/c it didnt have any fuel? I guess we both need to tear them down and find out. My main problem is my bottom pump was a stage 2. So If I junked it I am really out.

 

Bump...to the top...help.

 

CQ, Gooseman has a brand new pump for sale I think...$600. ( I bought his other new one. I wouldn't even think of it...Id just get a new one and send the old one to John and tell him to put it in the favor bank if it was any good. Not worth the risk to the rest of the injection system....from the CP3 it either goes through the injector or back to the tank then back through the filter to the other CP3. Dump it. Kerry

 

I vote for dumping it, don't want to send the garbage downstream. There is just to much precision for the injectors to injest metal. It is what I call a no brainer,

Pull it and send it to get fixed.

Good luck.