before the engine wouldn't start..
the lift pump was mounted near the tank and didn't use the factory supply line other than the tank module( if you want to call that part of the factory line).

wife floored it to pass someone and it spittered and died..she got it restarted but I think it was in limp mode. only code at the time was 0093.

I tried bleeding the lines..changed the filter..it would run but floor it and it would start to want to go then die..same code..

then I tried returning everything back to stock( lines and old filter head).. still not running right. same symptom..put the racor back on bled the system again( lift pump moved to the front)..got it running then it stopped( maybe air)..at this point it doesn't fire at all.

after I get the solenoid off and check it( I dropped the T20 bit and cannot find it..it didn't hit the ground..darn..

I can pull a vacuum on the return line from the rail if this will pull the air and fuel from the tank..I'll this after I get things back together.

otherwise it sure is sound like the CP3 isn't working right, unless the ECU isn't telling the injectors to fire. is there a mode that the ECU would tell the injectors not to fire?n if so what might cause it to go into this mode?

Thanks for the help

-dkenny

anyone know of a place near Raleigh, NC that repairs CP3 pumps?

_________________
84 BB school bus, DD8.2L turbo ->the transmission died..too expensive to fix..it'll be heading to the scrap yard..4/11)..Bus gone to Scarp 8/23/11
06 Liberty CRD
'99 dodge ram 2500 quad cab, 4x4, 24v
all Biodiesel powered when its warm enough

Maybe... Maybe not. Getting a code would involve the sensor being out-of-range enough to annoy the computer, or the computer may be looking for a "value that is not zero or static." Witness my problem with the poor performance (which continues being intermittent, and no codes) Changing out sensors has changed the behavior of the failure, to the point that I believe that two sensors have been acting bad, sending confusing or conflicting (but not out-of-range) data to the computer. Since the data is still somehow within spec... No codes store. Just it performs like complete crap.

_________________
Proud supporting vendor of LOST Jeeps
TRAVELING CRD TECH. I come to you!
Need help? Just ask! I've taken it apart more than most.
Email jeep [at] maincomputer [dot] com - BOARD MESSAGING IS BROKEN
Over 225 CRDs currently driving with my valves, timing belt, rockers, or ARP Studs.
Bad noises = REALLY bad things.

It is a fairly industrial area with the triangle... I would google (or phone book) for diesel injector service and see what comes up. Then call and ask them if they service the CP3. I can't remember, is the CP3 built by Bosch? If it is, then any Bosch diesel shop should have the tools to work on it. You want them to have an "engine simulator" that spins the pump at starting RPM, simulating the speed that a cranking motor would put out. They test the pump then, to compare the output pressure and flow with spec.

It sounds like what you were having was a flow problem anyway - When you demand more from your foot, the engine isn't getting it for some reason. I have to say, there are two mistakes I see in the process however that may lead away from a pump problem (at least without further testing)

First: The original location for the lift pump next to the tank was the best location. I have a Mr Gasket type pump located on the sending line, all I did was cut the factory plastic and splice in the pump with a little bit of fuel line and some clamps. Redneck, but effective. You want it to be sucking for as short a distance as possible.
The second mistake I see is changing the filter design at all, but especially moving the pump 15 feet away from the tank. This almost ensures that the pump won't be pulling enough volume to supply the filter / engine.

I have to reiterate my last suggestion for you tho: Set up a non-filtered IV bottle directly into the CP3. Shut off the lift pump (so you aren't spraying #2 everywhere) or route it into another non-mixed jug from the IV bottle. You need to isolate things one by one before going any further. Start with the simplest - The CP3 pump and the engine. It may take a fair amount of time to suck out all the air, don't be surprised if you need to let it idle for 10 minutes or so. If you can route the injector return line into your IV bottle supply, you will actually be able to WATCH the fuel running in the circle (jug - pump - rail - jug) while it idles. Separate the onboard system completely from the engine for this.

IF that works... Then the pump is OK. If not... Then you have your answer, and I have a CP3 that I just dug off the side of my original motor. It is in great shape. The second test, run the onboard tank to the engine directly. No filters at all, run the return back to the onboard tank. Does it idle? Drive? Then it is a filter head problem. Is the filter possibly connected backwards, and has some form of check valve? The filter generally feeds the engine from the CENTER of the filter can - The center is the clean fuel... I know it sounds dumb to ask this... But sometimes we can't figure out where the forest has gone b/c of all the dam trees in the way.

Keep us posted.

_________________
Proud supporting vendor of LOST Jeeps
TRAVELING CRD TECH. I come to you!
Need help? Just ask! I've taken it apart more than most.
Email jeep [at] maincomputer [dot] com - BOARD MESSAGING IS BROKEN
Over 225 CRDs currently driving with my valves, timing belt, rockers, or ARP Studs.
Bad noises = REALLY bad things.

don't worry the moving the lift pump from the back is temporary.. I also plan on connecting directly to the tank module.

the removal of the factory filter head fixed the leaking head problem..the Racor head was in place for a long time without problems. until just recently, that is.

I did find lots of curd in the tank module that might have caused the initial 0093 code and it seems the gauge might have been wrong..these issues I have fixed..I even suspect that i might have installed the upper seal ring on the Racor upside down..

at the moment a lift pump ( the same Mr Green one that you're using) is installed but just prior to the filter head. which at the moment is a Golden rod 10 micron..not good but should keep out the biggest chunks. i have 9-10 psi feeding the CP3..

I planning on checking around to see if anyone in Raleigh and test/fix a CP3..if not pm me with how much you want for the one that you have?

Thanks for the help

-dkenny

_________________
84 BB school bus, DD8.2L turbo ->the transmission died..too expensive to fix..it'll be heading to the scrap yard..4/11)..Bus gone to Scarp 8/23/11
06 Liberty CRD
'99 dodge ram 2500 quad cab, 4x4, 24v
all Biodiesel powered when its warm enough

Yes, the injectors will not fire if a major fault is detected. I am not sure about this (Mr. Mopar where are you) but it would possibly throw a camshaft sensor code (P0340??)

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06 LIMITED 100000miles, MAGNAFLOW, HOMEBUILT CCV FILTER, POLAR PAD, 02 AIRBOX, CUMMINS LIFT PUMP, SEGR, PILLAR GAUGE POD, CAT FILTER MONITOR, SPYDER TRAX, ALWAYS A LITTLE TWO STROKE OIL OR BIO, WATER/METH INJECTION

the current theory is the injector pump.
I bought a used one from geordi.
I have the current one out..dropped a darn nut..and it didn't land on the floor
so far I have taken it apart without doing several thing the FSM say must be done.
I haven't evacuated the AC
I have drain the radiator
I didn't remove the power steering pulley.

I just thought I'd post a quick update.

-dkenny

_________________
84 BB school bus, DD8.2L turbo ->the transmission died..too expensive to fix..it'll be heading to the scrap yard..4/11)..Bus gone to Scarp 8/23/11
06 Liberty CRD
'99 dodge ram 2500 quad cab, 4x4, 24v
all Biodiesel powered when its warm enough

FINAL UPDATE:):):):):):)

after waiting for a new timing belt to arrive. then spending 4 hours to reassemble..

if you can get the right tools for the timing belt..its got to help make it easier. I managed using the pulley on the CP3 since it was already off..major pain in the butt..

it runs..normal..

the CP3 died..why? I take the old apart later it see I can determine the cause of the failure..

tomorrow I'll finish hooking up the lift pump and its plumbing.

Thanks for the help

-dkenny

_________________
84 BB school bus, DD8.2L turbo ->the transmission died..too expensive to fix..it'll be heading to the scrap yard..4/11)..Bus gone to Scarp 8/23/11
06 Liberty CRD
'99 dodge ram 2500 quad cab, 4x4, 24v
all Biodiesel powered when its warm enough