CP4 Fuel Pump EcoDiesel Recall

[Sandevino]

Probably smarter to just swap the pump out with theirs now. I emailed them 2x and got 0 reply. SO..........

Not necessarily. The warranty on the fuel system would be null and void and given the less than stellar response from them about purchasing the pump, I'd take my chances with the factory pump.

To be fair, the 2021 Ram 1500 EcoDiesel I had is pushing 65k miles by the new owner without an issue. There is an open recall on this truck, he drives it like he stole it and maintenance is an after thought.

It truly is the luck of the draw it seems.

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[ToJTornottoJT]

It can be both hardware and software. The GDE guy who makes a living off tunning these things alleges there is some lines of code in the software that actuate one of the pressure control solenoids on the pump to reduce the load on the motor (aka fuel economy) when high pressure is not need as much such as idle, but then through it's operation causes a momentary cavitation in the pressure chamber of the pump which could allow momentary metal on metal contact.

His solution for better longevity is to adjust this "feature" .

End of the day though, the hardware design is a bad design that doesn't have any redundancy or self preservation design built in. Plus it's Bosh and I have heard from some OEM diesel engineers who have been bitten by Bosh, Bosh is kinda known for poor QA/QC.

My dealer has repeatedly told me that the fix will be a simple software flash that turns something with the pump off. This somehow stops the pumps from failing. They have it all ready, but are still trying to get Bosch to pay for it. Bosch reportedly says the pump is within the design spec and they are not paying and it is a Fiat problem. We will not get the fix until it is worked out. There is no new pump according to him.

 

[PDXsarge]

My dealer has repeatedly told me that the fix will be a simple software flash that turns something with the pump off. This somehow stops the pumps from failing. They have it all ready, but are still trying to get Bosch to pay for it. Bosch reportedly says the pump is within the design spec and they are not paying and it is a Fiat problem. We will not get the fix until it is worked out. There is no new pump according to him.

 

[ToJTornottoJT]

There is more information on this somewhere on this forum, maybe in this very thread, I don't know. There is also an aftermarket company that does the same programming.

 

[ToJTornottoJT]

https://www.jeepgladiatorforum.com/...ode-review-by-green-diesel-engineering.65339/

 

[Sank]

May or may not be the same software change. Yes GDE appears to do something helpful. Maybe not the same thing that FCA is going to do; they could have a few software changes to various systems packaged together to make them play together differently. We dunno.

 

[NCJL]

My dealer has repeatedly told me that the fix will be a simple software flash that turns something with the pump off. This somehow stops the pumps from failing. They have it all ready, but are still trying to get Bosch to pay for it. Bosch reportedly says the pump is within the design spec and they are not paying and it is a Fiat problem. We will not get the fix until it is worked out. There is no new pump according to him.

I owned 2 VW diesels that were part of “dieselgate”.
VW paid their part quick with no issues.
Bosch, not so much. Took years to get less than agreed. Bosch fought till the end.

 

[Escape.idiocracy]

My dealer has repeatedly told me that the fix will be a simple software flash that turns something with the pump off. This somehow stops the pumps from failing. They have it all ready, but are still trying to get Bosch to pay for it. Bosch reportedly says the pump is within the design spec and they are not paying and it is a Fiat problem. We will not get the fix until it is worked out. There is no new pump according to him.

Have you considered a new dealer? Might be a good idea. This makes zero sense. Cp4 issues have been a thing long, loooong before Jeep started using them.

fuel lubrication will help. Edt or amsoil are the only two stamped/tested additives out there and have done wonders and can stand behind an actual test.
We have 3 cp4 equipped rigs in the driveway right now. -software Change isn’t going to change the mechanical failure that can occur. We have a tdi with a cr170 and another with a gtb1756 turbo both have the cp4’s maxed out are beat on daily no issues. CP3’s will eventually be the answer to push a few more.

I think this thread will go somewhere once someone mills out an aluminum adapter for a cp3 pump. Then we won’t have to worry about the pump failing and taking the rest of the fuel system out.
at the end of the day- it’s a pump that creates 30k psi….. pieces are going to wear and failure will occur with any pump pushing this much. CP3>cp4 to not push the fragmentation into the injectors.

 

[ToJTornottoJT]

Have you considered a new dealer? Might be a good idea. This makes zero sense. Cp4 issues have been a thing long, loooong before Jeep started using them.

fuel lubrication will help. Edt or amsoil are the only two stamped/tested additives out there and have done wonders and can stand behind an actual test.
We have 3 cp4 equipped rigs in the driveway right now. -software Change isn’t going to change the mechanical failure that can occur. We have a tdi with a cr170 and another with a gtb1756 turbo both have the cp4’s maxed out are beat on daily no issues. CP3’s will eventually be the answer to push a few more.

I think this thread will go somewhere once someone mills out an aluminum adapter for a cp3 pump. Then we won’t have to worry about the pump failing and taking the rest of the fuel system out.
at the end of the day- it’s a pump that creates 30k psi….. pieces are going to wear and failure will occur with any pump pushing this much. CP3>cp4 to not push the fragmentation into the injectors.

Have you read the Green Diesel posts?

 

[ToJTornottoJT]

@Escape.idiocracy

This is copied from GDE, it does pertain to all GEN3 ecodiesel engines and might be useful for some.

The CP4 Bosch fuel pump has been in the field since 2008 model year with European OEMs in both 1-plunger (CP4.1) and 2-pluger (CP4.2) configurations. It came to the US market in the 2011 model year used by the North American OEMs. Over the years there have been many failures of this pump due to the plunger rotating in the bore leading to the roller bearing grinding on the cam lobe and sending metal throughout the system. The design of the roller-bearing and cam lobe create inertial force on the plunger to keep it in the proper alignment and it should never rotate if the roller wheel and cam always stay in contact. However, there are situations internal to the pump when there is not enough downforce on the plunger to keep it in contact with the cam lobe. This is the core issue of why these pumps can fail.

Now, let’s discuss the internal operation of the pump. There are three operating modes: MPROP control, PCV control (bleed valve on high pressure fuel rail) and coupled pressure control (CPC). The MPROP is Bosch’s name for the fuel metering inlet valve, this controls how much fuel is delivered to the plunger chamber. During MPROP closed loop control, the PCV is over-closed and MPROP delivers the proper fueling to achieve desired pressure in the fuel rails. This method has been used since 2001 on the CP3 pump and is robust. When the accelerator is released the MPROP closes to decrease flow and the PCV opens momentarily to relieve excess rail pressure as the requested pressure is decreased.

The next mode of operation is PCV control. Here the MPROP is fully open and delivering max fuel to the pump plunger and the PCV regulates the fuel rail pressure in closed loop control by closing only enough to reach the desired rail pressure. The downside to this mode is that the high volume of fuel that is pumped into the rail and then recirculated out thru the PCV consumes a lot of power inside the pump and also generates a higher amount of heat. OEMs generally use the PCV-only control method when fuel temps are cold, in order to heat up the fuel faster. This control strategy is also employed on the CP3 and CP1/CP1H pumps.

On high power-density small displacement applications it is necessary to size the high-pressure pump to meet the fuel flow requirements at rated power. On applications with solenoid injectors there is an additional margin that must be included, due to the constant leakage from the injectors thru the backflow line. However, these small displacement engines have a very low fuel rate at idle which means just a very small flow of fuel thru the metering unit given that the fuel rate is low and also the rail pressure is at its lowest point when idling.

With consideration given to component tolerance, sometimes it is not possible to govern properly via metering-unit only control the rail pressure at idle or when coasting with a max tolerance part. This happens because the metering unit at its very first opening position flows more fuel than is necessary to meet the required demand. In the days of the Bosch EDC16 controller several OEMs would make a switch back to the PCV mode at very low fuel rates including coasting, to let the metering unit be open into a more controllable area.

With the EDC17 era was possible also a new mode called CPC (Coupled Pressure Control). This mode allows to prescribe a desired value for both the metering unit flow and also the rail pressure controlled via the PCV valve, leading both actuators to be under closed loop control via PID-governors (proportial, integral, and derivative components). The purpose of this is to allow the metering unit to operate in a more controllable flow rate but not pay the penalty of power consumption and heat rejection by full PCV mode. You can think of this mode as the PCV one but with lower flow rate thru the metering unit.

The OE calibrations for the EcoDiesel 2014 thru the present (both Gen2 and Gen3) all use this CPC mode as part of their calibration strategy. If you rev the engine while parked with the hood open, as the engine speed comes back to idle is very common to hear a prominent noise akin to gravel in a rock crusher or to an engine with solid lifter camshaft that has an incorrect valve lash. This noise happens as the metering unit flow is varied (via CPC algorithm) thru the pump and generally lasts for a number of seconds, sometimes going away and other times persisting indefinitely.

We surmise that during this transition period of flow rate that the noise is generated by a clearance that forms between the roller wheel and the pump’s camshaft. During normal operation (with the factory calibration), the pump operates in MPROP mode generally when under load but constant makes the transition to the CPC mode in light load and coasting situations. During that transition the MPROP has to make a large change in delivery almost instantaneously, leading to a loss of motion control within the valvetrain of the pump.

In all Green Diesel Engineering tuning we turn off CPC mode for EcoDiesel applications (GEN2 and GEN3). This seems to have significantly reduced potential for the plunger to lift off the cam lobe. Due to a persistent backflow from the solenoid injectors to the tank we find it is not necessary to use the PCV mode for fuel heating. Thanks to additional learning functions inside the software we find it is 100% reliable to run in metering-unit only control in 100% of operation. This eliminates the pump noise you hear in light/no-load transitory operation and offers the least amount of energy to drive pump which aids in fuel economy. Minimizing pressure disturbances internally in CP4 is the best method to maximize fuel pump life and minimize a catastrophic failure.

GDE tunes exhibit a much lower failure rate in the field. The only failures of the fuel system we have heard about entail putting gasoline in the fuel tank, putting DEF in the fuel tank, high water content in diesel fuel or running the system out of fuel (pump loses lubrication).

 

[22EcoDs]

Notification system is up if y'all want to sign up. Access it via mopar.com under the safety recall section.

 

[Wolf Island Diver]

My dealer has repeatedly told me that the fix will be a simple software flash that turns something with the pump off. This somehow stops the pumps from failing. They have it all ready, but are still trying to get Bosch to pay for it. Bosch reportedly says the pump is within the design spec and they are not paying and it is a Fiat problem. We will not get the fix until it is worked out. There is no new pump according to him.

From Bosch:

Zere is nozing vrong vith our bump. Germans don't make faulty bumps. Zee sdubid Americans, vith zeir sdubid cheebs (zee Küpelvagen vas petder) are uzing it Hincorrectly. Ve haffe demanded dezign bapers on zee hablicazion of our bump from zee schtubid Americans und lasy, friffolous Idalians, und ve find zeir bapers to NOT PE IN ORTER!!

 

[Free2roam]

Notification system is up if y'all want to sign up. Access it via mopar.com under the safety recall section.

What notification system?

 

[Wolf Island Diver]

What notification system?

You can get notifications from FCA on the recall if you’re not already getting them. If you log in to the mopar site and view your recalls under your vehicle, assuming your registered, you can do the same.

 

[Free2roam]

You can get notifications from FCA on the recall if you’re not already getting them. If you log in to the mopar site and view your recalls under your vehicle, assuming your registered, you can do the same.

I got the notice two ways then I guess. One in the mail and one on the Jeep app.

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