Fix the known failures
before they destroy your wallet
Proven fixes for the most common 6.7L Power Stroke and LML Duramax problems, installed in El Campo, TX. We diagnose first, quote before we start, and back our work with our 3 Year / 36,000 Mile Nationwide Warranty.
6.7 Power Stroke CP4 to S&S DCR Fuel Pump Conversion
2011–2026 Ford 6.7L Power Stroke · F-250–F-550 (depending on application) · S&S Diesel Motorsport DCR
Fix it before it fails
The factory Bosch CP4 can fail with little or no warning, and when it fails internally it can send metal through the rails, injectors and lines, turning a pump replacement into a $10,000–$15,000 fuel system repair. The S&S Diesel Motorsport DCR conversion replaces the CP4 with a more durable design, so you can schedule the fix on your terms instead of waiting on a breakdown.
Key facts
- Manufacturer's 2-year, unlimited-mile warranty
- No custom tuning required, works with the factory engine management
- Approximately 25% more pump displacement than the CP4.2 (1,250 mm³/rev)
- Eccentric-drive, pressure-lubricated cam and bushings, no roller-to-cam contact
- Fits 2011–2026 6.7L Power Stroke F-250, F-350, F-450, F-550 and larger commercial chassis, depending on application
- Emissions compliant for covered applications
Already failed? A DCR conversion by itself will not repair a contaminated fuel system. Damaged components must be addressed first.
Read the full article: Why upgrading to a DCR pump before failure could save you thousands →
6.7 Powerstroke Oil Pan Reseal + CCV Reroute
Upper & lower oil pan reseal with CCV reroute kit · 2011+ 6.7L Power Stroke
The leak
Many 6.7L Power Strokes leak where the upper oil pan meets the block; an AERA bulletin covers this on 2017–2019 engines. Oil from the upper pan often runs down and looks like a lower pan leak, so the source has to be confirmed. Early trucks used a composite lower pan with a gasket; later trucks use a steel pan sealed with RTV.
Why it's a big job
The upper pan reseal requires removing the transmission. Surfaces must be perfectly clean and the sealant applied and cured correctly, or it leaks again.
The CCV connection
The closed crankcase ventilation system sends blow-by vapor, carrying oil mist, back into the intake. Over time it coats the turbo inlet, charge pipes and intercooler. A restricted CCV filter can raise crankcase pressure and push oil past seals.
Symptoms
- Oil on the bottom of the engine or bell housing
- Oil spots in the driveway
- Oily intercooler boots and charge pipes
Why reseal + CCV reroute
A correct reseal stops the leak at its source, and the CCV reroute cuts new oil mist entering the turbo inlet and intercooler. Doing both while the truck is apart saves labor. A reroute won't fix worn rings, turbo seals or excessive blow-by, so we check those first.
LML Duramax CP4 to CP3 Conversion
2011–2016 Chevy/GMC 6.6L LML Duramax · CP4.2 to Bosch CP3
The LML's weak point
The 2011–2016 LML Duramax uses the same Bosch CP4.2 pump design. S&S Diesel calls the CP4 "the Achilles heel of the LML Duramax," citing high failure rates that commonly take out the injectors, rails and lines. Low-lubricity ULSD and aerated or contaminated fuel are the commonly cited causes.
Symptoms
- Hard start or crank-no-start
- Low rail pressure codes, loss of power
- Stalling, metal in the fuel filter
Why CP3 is the fix
The Bosch CP3 used on earlier Duramax engines is a proven, more forgiving design. S&S offers a 50-state LML CP3 conversion under CARB EO D-756-4 that requires no tuning and keeps the factory emissions equipment. Competition-only versions exist; for on-road trucks we install the 50-state kit.
Already failed? Contamination repair is quoted separately.
How booking works
Book it
Call 979-616-7235 or send the form. Tell us your truck and your goals.
We confirm
We confirm scope and price before any work starts. No surprises.
Pay your way
Pay at the shop or by secure text-to-pay link. Financing with Affirm, Klarna, Sunbit.
Package FAQ
How do I know if my 6.7 Powerstroke CP4 is failing?–
Hard starts, crank-no-start, power loss, stalling, rail pressure codes or metal in the fuel filter can all point to it, but symptoms alone don't confirm it. We diagnose first.
Is a DCR conversion better than a disaster prevention kit?–
A disaster prevention kit keeps the CP4 and tries to contain debris if it fails. A DCR conversion removes the CP4 entirely.
Do the S&S DCR and LML CP3 conversions need a tune?–
No. Per S&S, the 6.7 DCR kit and the 50-state LML CP3 kit require no tuning.
Are these conversions emissions legal?–
The S&S 6.7 DCR kit carries CARB EO D-756-7 (2011–2023) and the S&S 50-state LML CP3 kit carries CARB EO D-756-4.
My CP4 already failed. Will a conversion fix it?–
Not by itself. Metal in the rails, lines, injectors and tank must be addressed. We'll inspect and quote the full repair.
How do I know if my leak is the upper oil pan?–
Oil from the upper pan often runs down and looks like a lower pan leak. We clean and dye-test to find the real source.
Why does an upper oil pan reseal cost more?–
The transmission has to come out to reach it.
Will a CCV reroute fix oil in my intercooler?–
It reduces new oil mist entering the intake, but existing oil must be cleaned out and it won't fix blow-by or turbo seal problems.
Can I pay online?–
No website checkout. Pay at the shop or by secure text-to-pay link. Financing with Affirm, Klarna, Sunbit.
Where are you located?–
108 North Wharton St, El Campo, TX 77437, serving El Campo, Wharton, Bay City, East Bernard and surrounding areas.
Get ahead of the failure. Book your package.
Call us or schedule online. We'll confirm scope and price before we touch your truck.