{"id":13658,"date":"2025-12-04T13:34:03","date_gmt":"2025-12-04T13:34:03","guid":{"rendered":"https:\/\/www.xtremediesel.com\/blog\/?p=13658"},"modified":"2026-03-04T19:12:22","modified_gmt":"2026-03-04T19:12:22","slug":"6-7l-dcr-vs-cp4-what-you-need-to-know","status":"publish","type":"post","link":"https:\/\/www.xtremediesel.com\/blog\/2025\/12\/04\/6-7l-dcr-vs-cp4-what-you-need-to-know\/","title":{"rendered":"6.7L DCR vs CP4: What&#8217;s True, What&#8217;s Changed &amp; What You Need to Know &#8211; With S&amp;S Diesel\u00a0"},"content":{"rendered":"\n<p>We had our friends from S&amp;S Diesel Motorsport\u00ae in house at XDP to tackle one of the hottest topics in the Ford 6.7L Powerstroke world: the CP4 to DCR conversion kit. This kit has been out for a while, but there\u2019s still some confusion, half-truths, and internet myths floating around. So, we went straight to Justin from S&amp;S to set the record straight.&nbsp;&nbsp;<\/p>\n\n\n\n<div class=\"video-container\" style=\"padding-top:0px\"><iframe loading=\"lazy\" title=\"YouTube video player\" src=\"https:\/\/www.youtube.com\/embed\/rMy0b3UvjWA?si=UpfIZYVA-tlJ_3w7\" width=\"560\" height=\"315\" frameborder=\"0\" allowfullscreen=\"allowfullscreen\"><\/iframe><\/div>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">What Is the DCR Pump? CP4 vs. DCR Conversion Explained&nbsp;<\/h2>\n\n\n\n<p>The DCR pump is made by Stanadyne and it stands for Diesel Common Rail. S&amp;S Diesel teamed up with PurePower, which is the aftermarket division of Stanadyne, in the development of this kit. Functionally, the DCR takes a different approach than the CP4.&nbsp;&nbsp;<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>CP4:<\/strong> Uses a two-lobe cam and two plungers in a V-shape, which means four pumping pulses per revolution.&nbsp;&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>DCR:<\/strong> Uses an eccentric ring with two plungers and two pulses per revolution. The smooth, eccentric design delivers consistent performance.\u00a0\u00a0\u00a0<\/li>\n<\/ul>\n\n\n\n<p><strong>The Takeaway:<\/strong> while the CP4 and DCR use very different designs, the DCR\u2019s architecture is based on an eccentric-drive style that has already shown strong durability in the field.&nbsp; &nbsp;<\/p>\n\n\n\n<p>As Justin explains at 0:28 in the video:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c\u2026internally how it\u2019s different than the CP4 is it\u2019s an eccentric pump. So, it has an eccentric ring and two plungers\u2026 The CP4 has two plungers in a V configuration. And instead of an eccentric ring, it has an aggressive two-lobe cam. So, the CP4 will fire four times\u2026 whereas the DCR has two pumping pulses per revolution.\u201d<\/em>&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<figure class=\"wp-block-image size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"963\" height=\"963\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-transparent.jpg\" alt=\"DCR Fuel Pump 3D Rendering\" class=\"wp-image-13671\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-transparent.jpg 963w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-transparent-300x300.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-transparent-150x150.jpg 150w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-transparent-768x768.jpg 768w\" sizes=\"auto, (max-width: 963px) 100vw, 963px\" \/><figcaption class=\"wp-element-caption\"><em>DCR Pump 3D Rendering<\/em><\/figcaption><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">Why the DCR\u2019s Eccentric Drive Makes It Durable&nbsp;<\/h2>\n\n\n\n<p>One of the biggest differences between the CP4 and the DCR is how they\u2019re driven internally.&nbsp;&nbsp;<\/p>\n\n\n\n<p>Instead of relying on a fast-spinning cam, the DCR has a floating eccentric ring with DLC-coated plungers that ride directly on it. The ring itself doesn\u2019t spin \u2013 it just floats \u2013 which means smoother motion, less stress, and reduced wear. Eccentric drive technology is also used in the CP3, which has proven itself for more than 20 years in the field.&nbsp;&nbsp;<\/p>\n\n\n\n<p><strong>Put Simply:<\/strong> the DCR\u2019s design avoids the metal-on-metal contact points that cause debris in CP4 failures, while leaning on a design that\u2019s already proven to last hundreds of thousands of miles.&nbsp;&nbsp;<\/p>\n\n\n\n<p>Justin explains at 1:30 in the video:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c\u2026you have a shaft with an offset, and then you have a drive ring. And the ring just floats and you have DLC-coated plungers that ride directly on that ring. So the ring isn\u2019t spinning, it\u2019s just floating. And what\u2019s nice is it allows for movement, just slow movements, not really fast spinning movements&#8230;eccentric pumps have been around for a long time&#8230;the CP3 is an eccentric&#8230;the DCR, which has been made by Stanadyne for over 20 years, has proven itself to be durable as well. Another feature of it <\/em>(the DCR)<em> is it has pressure-lubricated bushing as well.\u201d<\/em>&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<figure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-1 is-layout-flex wp-block-gallery-is-layout-flex\">\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"400\" height=\"400\" data-id=\"13681\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/CP4-Pump-Internals2-2.gif\" alt=\"CP4 Internals\" class=\"wp-image-13681\"\/><figcaption class=\"wp-element-caption\">This shows the working internals of a CP4 Pump. <\/figcaption><\/figure>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"400\" height=\"400\" data-id=\"13682\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Pump-Internals2.gif\" alt=\"DCR Fuel Pump Internals\" class=\"wp-image-13682\"\/><figcaption class=\"wp-element-caption\">This shows the working internals of a DCR Pump<\/figcaption><\/figure>\n<\/figure>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">DCR Conversion Kit Updates and Improvements&nbsp;<\/h2>\n\n\n\n<p>S&amp;S didn\u2019t just drop the DCR Conversion Kit into the market and walk away \u2013 they\u2019ve refined it as time has gone on.&nbsp;&nbsp;<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Unified Fitment: <\/strong>Originally, S&amp;S offered two different kits \u2013 6.7F-DCR (2011-2019) and 6.7F-DCR-1 (2020-2022). They later modified the high-pressure lines so one part number could cover everything. Now the kit, 6.7F-DCR-1, fits 2011+ Powerstroke models.&nbsp; &nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Roll Pin Timing Aid:<\/strong> The earlier pumps had no roll pin on the shaft so that the pump had to be clocked a certain way to time it properly. The added roll pin makes timing much easier and faster.&nbsp; &nbsp;<\/li>\n<\/ul>\n\n\n\n<figure class=\"wp-block-image size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"800\" height=\"800\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Kit.jpg\" alt=\"S&amp;S Diesel DCR Conversion Kit\" class=\"wp-image-13672\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Kit.jpg 800w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Kit-300x300.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Kit-150x150.jpg 150w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Kit-768x768.jpg 768w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\" \/><figcaption class=\"wp-element-caption\"><em>S&amp;S Diesel DCR Conversion Kit<\/em><\/figcaption><\/figure>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Timing the DCR Pump: Why it Matters for Your Powerstroke&nbsp;<\/h2>\n\n\n\n<p>No, skipping timing won\u2019t damage your DCR. But it can lead to increased vibration, harmonics, and gear noise. S&amp;S tested multiple clocking positions and landed on the one that reduces vibration and gear noise. Justin notes at 3:43 in the video:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c\u2026we experimented with multiple clocking positions to find basically what we consider to be the optimal timing to reduce vibration and harmonics. That\u2019s why we recommend timing the DCR. If it isn\u2019t timed\u2026 the pump isn\u2019t going to self-destruct. The main reason is to reduce the vibration and gear noise.\u201d<\/em>&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<figure class=\"wp-block-image size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"800\" height=\"800\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/Timing-Pin_Install.jpg\" alt=\"CP4 Timing Gear\" class=\"wp-image-13673\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/Timing-Pin_Install.jpg 800w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/Timing-Pin_Install-300x300.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/Timing-Pin_Install-150x150.jpg 150w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/Timing-Pin_Install-768x768.jpg 768w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\" \/><figcaption class=\"wp-element-caption\">DCR Pump Installed And Timed<\/figcaption><\/figure>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">DCR Conversion Kit Installation: Common Mistakes to Avoid&nbsp;<\/h2>\n\n\n\n<p>The DCR itself is solid, and S&amp;S Diesel backs it up with excellent support. Every reported issue gets logged, and they\u2019ve found that most of the problems usually come from installation mistakes.&nbsp;&nbsp; &nbsp;<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Leaking Around Sensors:<\/strong> On certain model years, the plug and sensor adapter can get swapped. They\u2019ll thread in but won\u2019t seal, leading to leaks.&nbsp;&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Broken or Leaking Lines:<\/strong> Skipping the brackets and supports can cause vibration-related failures.&nbsp;&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Loose Pump Mounting:<\/strong> Improper torque or not using a thread locker where you should can cause the pump to shift and break lines. &nbsp;<\/li>\n<\/ul>\n\n\n\n<p>Justin explains the common ones:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p>&nbsp;<em>\u201c&#8230;out of those 751 reported issues, I\u2019d say the most common thing is lines leaking. The sensor, I believe it\u2019s on the 15 to 19 trucks, you have to use a plug on one of the ports and then an adapter for the sensor on the other. And sometimes people with get those switched and while they can thread into each other, they\u2019re not made to seal. And then they\u2019ll see a leak.\u201d<\/em> (4:09)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;broken lines, leaking lines, and that\u2019s usually a result of the brackets not being installed. Make sure that you\u2019re installing all of the saddle brackets on the high-pressure lines&#8230;if you don\u2019t install that or the tail support, your lines will fail eventually.\u201d<\/em> (5:27)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;not properly torquing the pump to the plate or not using (a thread locker) &#8230;sometimes the pump if it can work itself loose, then it will break high-pressure lines that way too.\u201d<\/em> (5:27)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p>If you\u2019re dealing with a leak or broken line, S&amp;S has an excellent technical support team ready to help. They log every reported issue, so they\u2019ve built a huge knowledge base to troubleshoot from. In other words, if you run into a problem, chances are they\u2019ve seen it before and can point you to the fix. &nbsp;<\/p>\n\n\n\n<p>&nbsp;Justin explained:&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;we do a pretty good job of supporting the DCR. We\u2019ve got a good team of technical sales representatives that are there to answer the phone and emails. So, we catalog every reported issue, whether it truly is an issue or an install error or customer issue. We record all of those.\u201d <\/em>(4:12)&nbsp;&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">DCR Pump Reliability vs. CP4 Failure Rates&nbsp;<\/h2>\n\n\n\n<p>When it comes to high-pressure fuel pumps, reliability is everything. A CP4 failure can take out the entire fuel system, while the DCR is designed to handle problems differently. The two pumps don\u2019t just fail at different rates \u2013 if they do fail, they fail in fundamentally different ways. &nbsp;<\/p>\n\n\n\n<p>Here\u2019s the key differences: &nbsp;<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>CP4 Failure:<\/strong> The cam and rollers can create fine metal debris. Since the CP4 case feeds the pumping elements, the debris can travel into the fuel system.&nbsp;&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>DCR Failure:<\/strong> Its design feeds the case and pumping elements separately. If there\u2019s ever an issue, debris exits via the return line instead of moving into the injectors. The DCR also doesn\u2019t generate the same type of fine metal debris.&nbsp;&nbsp;<\/li>\n<\/ul>\n\n\n\n<p>With tens of thousands of DCRs in service, the warranty rate has been a fraction of a percent \u2013 well below the industry standard. Out of the few hundred reported \u201cissues,\u201d most weren\u2019t pump failures at all, only end-user installation errors. &nbsp;<\/p>\n\n\n\n<p>As Justin told us about the stats in the video at 6:02:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201cThe DCR has been on the market for roughly two years and we\u2019ve been extremely happy with the warranty rate on it&#8230;47,000 have been sold to date. Out of that 47,000&#8230;we\u2019ve had 751 reported issues&#8230; out of that&#8230; 75 true warranties. In terms of warranty rates, that puts us at a 0.16, a fraction of a percent in warranty rate. We\u2019re extremely happy with that. That is well below industry standard.\u201d&nbsp;<\/em>&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p>And if failure does happen, the DCR\u2019s design changes how it plays out:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;with the CP4, you have the hardened steel cam and rollers, and that\u2019s what creates all that fine metal debris. It will seize up and just goes everywhere&#8230; The other issue with the CP4 is that you\u2019re feeding the case first and then fuel from the case goes and feeds onto your high-pressure pumping elements. The DCR&#8230;the case and the high-pressure pumping elements are fed independently with fuel. So in the case if there is a failure, it\u2019s going to go out the return. The other thing too is the design of the DCR, it doesn\u2019t really make that fine metal debris.\u201d<\/em> (7:27)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p>Translation: the DCR has proven itself in the real world.&nbsp;&nbsp;<\/p>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"735\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/NewVSFailed-Roller-1024x735.jpg\" alt=\"CP4 Roller Lifters\" class=\"wp-image-13674\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/NewVSFailed-Roller-1024x735.jpg 1024w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/NewVSFailed-Roller-300x215.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/NewVSFailed-Roller-768x551.jpg 768w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/NewVSFailed-Roller.jpg 1200w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><figcaption class=\"wp-element-caption\"><em>CP4 Roller Lifter Comparison<\/em><\/figcaption><\/figure>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Does the DCR Pump Cause Crank Gear Issues?&nbsp;<\/h2>\n\n\n\n<p>Some Powerstroke owners worry that swapping to a DCR pump might spin the crank gear the ways CP4s sometimes do. According to S&amp;S, that\u2019s not actually a DCR problem, it\u2019s a Ford engine design issue. &nbsp;<\/p>\n\n\n\n<p>&nbsp;Here&#8217;s why: the<strong> <\/strong>crank gear on the 6.7L Power Stroke isn\u2019t pinned, which means it has the potential to spin regardless of which fuel pump is installed, CP4 or DCR. When the engine is modified to command more fuel (through tuning, larger injectors, or other upgrades), that extra load can increase the chances of the gear spinning. But under stock calibration, the DCR delivers fuel just like the CP4, without adding stress beyond what the engine was designed to handle.&nbsp;<\/p>\n\n\n\n<p>The takeaway is this: crank gear issues can happen, but it\u2019s due to the engine\u2019s design limits, not the pump itself.&nbsp;<\/p>\n\n\n\n<p>Justin clarified this issue in the video at 9:19:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;the crank gear spinning&#8230; that\u2019s a Ford problem. That\u2019s a problem with the Ford engine, not necessarily a fuel pump issue. But when you do put more load on that crank gear or more load on the shaft of the pump, then you are increasing your chances of it spinning.\u201d<\/em>&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"576\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Pump-1024x576.jpg\" alt=\"DCR Fuel Pump\" class=\"wp-image-13675\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Pump-1024x576.jpg 1024w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Pump-300x169.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Pump-768x432.jpg 768w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Pump.jpg 1200w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><figcaption class=\"wp-element-caption\"><em>DCR Fuel Pump<\/em><\/figcaption><\/figure>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Common DCR Conversion Kit Trouble Codes&nbsp;<\/h2>\n\n\n\n<p>Sometimes you\u2019ll see fuel pressure-related codes after a DCR Install:&nbsp;&nbsp;<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>P0087 (Low Pressure)&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li>P0093 (Large Leak)&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li>P0088 (High Pressure)&nbsp;<\/li>\n<\/ul>\n\n\n\n<ul class=\"wp-block-list\">\n<li>P228F (Fuel Pressure Control)&nbsp;<\/li>\n<\/ul>\n\n\n\n<p>Justin notes: &nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;the ones that we get reports of most often are fuel pressure codes. Like the P0087, that\u2019s a low fuel pressure code. And then the P0093, that\u2019s a large leak detected. And then you got a P0088, that\u2019s a high-pressure. So all the codes that we get \u2013 and also the P228F, I believe, is also a fuel pressure-related code.\u201d<\/em> (10:15)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p>In most cases, the culprit is the pressure control valve (PCV) on the rail, not the pump:&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;a lot of times those can leak and you won\u2019t even see it because the way it\u2019s designed, the leak actually goes out of the return. So it could be leaking and you don\u2019t even know it. A common fix to this is to just really tighten the heck out of it, like as hard as you can.\u201d<\/em> (11:15)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<figure class=\"wp-block-image size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"1000\" height=\"757\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Installed.jpg\" alt=\"DCR Installed\" class=\"wp-image-13676\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Installed.jpg 1000w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Installed-300x227.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Installed-768x581.jpg 768w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\" \/><figcaption class=\"wp-element-caption\"><em>DCR Fuel Pump Installed<\/em><\/figcaption><\/figure>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">How to Identify a DCR Pump Conversion on Your 6.7L Powerstroke&nbsp;<\/h2>\n\n\n\n<p>If you\u2019re looking under the hood of a truck, how would you know if it\u2019s got a DCR conversion on it? No need to pull the manifold \u2013 just check the fuel lines. The DCR kit includes a low-pressure line assembly with a line that clips into the Stage 2 filter. Look for Gates<strong>\u00ae<\/strong> hose on that assembly. If you see it, you\u2019ve probably got a DCR. &nbsp;<\/p>\n\n\n\n<p>In the video, Justin talks about this at 14:43:&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c\u2026This is the low-pressure line assembly that we include with the DCR. Easy way to tell is it\u2019s got this line here that clips into your Stage 2 supply filter\u2026we use Gates hose on that. So if you see Gates on the hose, then chances are it\u2019s got a DCR in it.\u201d<\/em>&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Can a CP4 Bypass Kit Work with a DCR Pump?&nbsp;<\/h2>\n\n\n\n<p>Sort of. The bypass block from an S&amp;S CP4 kit won\u2019t fit a DCR (different metering valve), but if you\u2019re running a return filter, you can leave it \u2013 it\u2019s on the return side and while not needed with the DCR, it won\u2019t hurt anything either.&nbsp;&nbsp;<\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\">\n<p><em>\u201c&#8230;our disaster prevention kit, at least the bypass block portion, will not fit on a DCR. It\u2019s incompatible. It\u2019s not going to hurt anything to run the return filter&#8230; you don\u2019t really need it with the DCR, but it doesn\u2019t hurt to leave it in there. The off chance that maybe the DCR does send some debris out of the return, or metal, then that filter would catch it.\u201d<\/em> (15:30)&nbsp;<\/p>\n<\/blockquote>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Why Choose the CP4 to DCR Conversion Kit&nbsp;<\/h2>\n\n\n\n<p>The CP4 to DCR conversion kit takes one of the most talked about components in the 6.7L Powerstroke \u2013 the CP4 pump \u2013 and replaces it with a proven, eccentric-drive design that\u2019s smooth, tough, and backed by real-world results.\u00a0\u00a0<\/p>\n\n\n\n<p><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">The Final Word on the CP4 to DCR Conversion&nbsp;<\/h2>\n\n\n\n<p>The DCR conversion kit is the next step for Powerstroke reliability. By using a proven eccentric-drive design, adding modern durability features and backing it all with real-world testing, the DCR delivers both peace of mind and performance headroom.&nbsp;&nbsp;<\/p>\n\n\n\n<p>Ready to make the move? XDP has the S&amp;S Diesel DCR Conversion Kit so your Ford 6.7L Powerstroke will keep running strong for years to come.&nbsp; &nbsp;<\/p>\n\n\n\n<figure class=\"wp-block-image size-full\"><a href=\"https:\/\/www.xtremediesel.com\/ss-diesel-6-7f-dcr-1-cp4-to-dcr-conversion\"><img loading=\"lazy\" decoding=\"async\" width=\"908\" height=\"177\" src=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Conversion_CTA.jpg\" alt=\"Shop S&amp;S CP4 to DCR Conversion Kit\" class=\"wp-image-13677\" srcset=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Conversion_CTA.jpg 908w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Conversion_CTA-300x58.jpg 300w, https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/DCR-Conversion_CTA-768x150.jpg 768w\" sizes=\"auto, (max-width: 908px) 100vw, 908px\" \/><\/a><\/figure>\n\n\n\n<p><strong>Sources<\/strong>:<br>\u201cS&amp;S Diesel DCR Fuel Pump CP4 Conversion Kit Common Questions | XDP Q&amp;A\u201d YouTube, uploaded by XDP, August 27, 2025.<\/p>\n\n\n\n<p><\/p>\n","protected":false},"excerpt":{"rendered":"<p>We had our friends from S&amp;S Diesel Motorsport\u00ae in house at XDP to tackle one of the hottest topics in the Ford 6.7L Powerstroke world: the CP4 to DCR conversion kit. This kit has been out for a while, but there\u2019s still some confusion, half-truths, and internet myths floating around. So, we went straight to [&hellip;]<\/p>\n","protected":false},"author":27,"featured_media":13684,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[7],"tags":[],"class_list":["post-13658","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-powerstroke","the-post-small"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.9 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>6.7L DCR vs CP4: What&#039;s True, What&#039;s Changed &amp; What You Need to Know - With S&amp;S Diesel\u00a0 - XDP Blog<\/title>\n<meta name=\"description\" content=\"S&amp;S Diesel Motorsport helps us tackle one of the hottest topics in the Ford 6.7L Powerstroke world: the CP4 to DCR conversion kit.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.xtremediesel.com\/blog\/2025\/12\/04\/6-7l-dcr-vs-cp4-what-you-need-to-know\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"6.7L DCR vs CP4: What&#039;s True, What&#039;s Changed &amp; What You Need to Know - With S&amp;S Diesel\u00a0 - XDP Blog\" \/>\n<meta property=\"og:description\" content=\"S&amp;S Diesel Motorsport helps us tackle one of the hottest topics in the Ford 6.7L Powerstroke world: the CP4 to DCR conversion kit.\" \/>\n<meta property=\"og:url\" content=\"https:\/\/www.xtremediesel.com\/blog\/2025\/12\/04\/6-7l-dcr-vs-cp4-what-you-need-to-know\/\" \/>\n<meta property=\"og:site_name\" content=\"XDP Blog\" \/>\n<meta property=\"article:publisher\" content=\"https:\/\/www.facebook.com\/XDP-129370042365\/\" \/>\n<meta property=\"article:published_time\" content=\"2025-12-04T13:34:03+00:00\" \/>\n<meta property=\"article:modified_time\" content=\"2026-03-04T19:12:22+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/www.xtremediesel.com\/blog\/wp-content\/uploads\/2025\/12\/Title-Image.jpg\" \/>\n\t<meta property=\"og:image:width\" content=\"1024\" \/>\n\t<meta property=\"og:image:height\" content=\"600\" \/>\n\t<meta property=\"og:image:type\" content=\"image\/jpeg\" \/>\n<meta name=\"author\" content=\"Traci\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:creator\" content=\"@XDPdiesel\" \/>\n<meta name=\"twitter:site\" content=\"@XDPdiesel\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"Traci\" \/>\n\t<meta name=\"twitter:label2\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data2\" content=\"8 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\\\/\\\/schema.org\",\"@graph\":[{\"@type\":\"Article\",\"@id\":\"https:\\\/\\\/www.xtremediesel.com\\\/blog\\\/2025\\\/12\\\/04\\\/6-7l-dcr-vs-cp4-what-you-need-to-know\\\/#article\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/www.xtremediesel.com\\\/blog\\\/2025\\\/12\\\/04\\\/6-7l-dcr-vs-cp4-what-you-need-to-know\\\/\"},\"author\":{\"name\":\"Traci\",\"@id\":\"https:\\\/\\\/www.xtremediesel.com\\\/blog\\\/#\\\/schema\\\/person\\\/4eb776431116fab8225a0b9f95cb714e\"},\"headline\":\"6.7L DCR vs CP4: What&#8217;s True, What&#8217;s Changed &amp; 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