I just sent a bunch of pics to Cowcatcher (22 of them in fact) showing the insulation I've added to the fuel lines and around the filter in the engine bay, the fuse tap I added in the dash fuse panel to power the lift pump, and underneath the vehicle, showing the lift pump, fuel cooler, and how I've tapped into the quick connects and routed the additional fuel lines.
At present, I'm still using the stock filter assembly with a couple mods (my own vent valve and a New Holland farm tractor 5 micron filter) as a primary filter, and a 1R0750 CAT 2 micron filter on a Permacool filter head (courtesy of JC Whitney) plumbed in downstream as a final filter and tystrapped sideways to the battery for mounting.
The Stanadyne filter assembly and Omega temp probe are "in the mail" at present and should arrive the first of next week. I have to work next week and will be pulling nine hour days, so it will probably be next weekend before they get installed.
The Stanadyne will take the place of the stock filter assembly. The CAT 2 micron will remain as the final filter, the Stanadyne with a 30 micron element will be the primary filter (big chunks) and water separator. The gent at Reliable Industries was kind enough to measure the mounting holes on the FM100 he had on display and confirmed that it will fit on the mounting studs for the stock filter on the firewall.
I had considered staying with a 5 micron on the Stanadyne, but after talking with a couple local diesel repair shops they commented that with a 5 micron primary the CAT would probably never see anything or need to be changed out - ie, I'd essentially be running with 2 final filters in series. That also suggested to me that that would be adding unnecessary flow restriction to the system.
The lift pump is a 4 psi centrifugal pump, pulls approx 1 amp at 12 V, available from Kennedy Diesel,
www.kennedydiesel.com . It is rather expensive at $195, but from the looks of it that pump will still be running when the Jeep is ready for the junkyard (rated life of over 10,000 hours). No pressure regulator, check valves, or prefilter needed. That's the beauty of a centrifugal pump - it supplies pressure and volume, it can't force feed like a gear or vane type (positive displacement) pump. Once pressure reaches a certain point on the outlet (in this case 4 psi), the pump will keep running and maintain pressure but it can't force any more fluid thru. Also, due to the basic design, if the pump does fail for some reason, it won't present any restriction to fluid flow and the CP3 injection pump will still be able to operate as it was originally set up, as a vacuum system.
The pump has 1/2" NPT connections on the inlet and outlet, and also has o-ring grooves on both connections so that if you desire, you can bolt two pumps end to end and double discharge pressure to 8 psi.
One caveat - the pump is completely sealed, and depends on fluid flow thru it for cooling. The sticker on the pump lists max temp as 140 F. Given what I and others have seen for fuel temps before starting any of these mods, and that Mopar64 mentioned that it was possible for fuel temp to get upwards of 175 to 185 F, I would STRONGLY recommend the addition of some type of fuel cooler hand-in-hand with the addition of this particular pump.
Word is that these pumps have given excellent service on Duramax 6.5 L trucks. But a Duramax also comes stock with a fuel cooler from the factory.
As a side note, I made a trip to the five-horned CJD dealer in Cornelius today, to see if I could get a first-hand look at a GC CRD and see what they had rigged up fuel system wise on it. They had one in the showroom, and two out on the lot. The two on the lot had stickers saying they would knock $8000 off the price (yeah, they're just selling like hotcakes). I crawled over, under, and around all 3 of them
Engine compartment fuse panel had a 20 amp fuse labeled "fuel pump". Imagine that.
I traced the fuel lines all the way from the top of the fuel tank to where they disappeared under the noise cover on top of the engine. When they entered the engine bay, the fuel lines switched over to high-pressure stainless steel wire braided hose, and had high-pressure metal quick-connects at the engine, such as you would find on a fuel injected gas engine.
No fuel cooler anywhere I could see, and at first, nothing that resembled a fuel filter such as we have either!
Looking at the front of the engine, just forward of where the fuel lines disappeared under the noise cover, there was metal housing with a screw-on top for a cartridge type filter. It was at most 5" high and 4" in diameter. Once I got home and was able to check out display pics of the engine sans noise cover and other hardware, it appears that this small cartridge type filter is the one and only fuel filter on this beast!
And good luck getting that noise cover off at the side of the road - held on with hex head bolts - you'll need wrenches to get it off. And the air filter and air inlet looks to be a variation on the same theme as that POS they put in our KJ CRD's - same size air filter, and the inlet tube running straight behind the grille, not even a baffle arrangement like we have on ours. Whole engine bay looks like it was purposely designed to force you to bring it back to the dealer for any service. And one of the computer modules mounted directly behind the drivers side headlight?
Overall impression - $42K for THIS piece of junk with interior by Wal-Mart? Small wonder that in the entire hour I was there looking at these 3 vehicles, often in the middle of a showroom full of salespeople, NOT ONE PERSON approached or said a word asking if I was interested in purchasing one of the three GC CRD's. I think they've just flat out given up trying to sell them and don't want to be bothered with them. I rather think they'd actually be relieved if someone stole them off the lot one night.
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MRmopar said something about the excess pressure causing problems with metering fuel, my question is what is the extent of the problem?
That means the whole fuel delivery setup to that pump is under a vacuum 
