Oh excellent. So just to clarify, inserting the sprocket bolts into the hub itself will act as a make-shift puller with the bolts reacting against the pump body on the backside? Now I just need my counter hold tools to come in and were game for an install.
Correct.
Thankfully, I got to practice a few weeks ago on a 2012 Passat TDI that came into the junkyard. No clue what I'll get for the CP4 on ebay, but after pulling the HPFP off, it made sense.
Darkside are awesome. 
I used German Diesel Motorwerks for my CP3 upgrade and would highly recommend them for their expertise, but I lived close enough to actually go there and have them complete the work. I'd also trust them for parts and you can call them easily for advice, but if you're just buying parts to do the work yourself maybe it's not as important.
Ouch.... I just did a Kerma on my 11JSW. Less than 200 miles so far. On reverting back, is the 800 mile before setting readiness monitors normal?
Where does the fuel temp sensor mount with this kit? Looks like it screws into one of the custom banjo fittings on the GDM kit.Installed my kit from Macradiator and used the GDM installation guide. There’s a few things I wish the guide would include. I had a hard time cranking the HPFP nut to 95ftlbs because it kept turning the entire pump. I even had Metalnerd tools to act as a holder but it still spun the HPFP crank. I ended up fitting my 1/2 Milwaukee impact and all it took was one Ugga Dugga to get it to seat and I could torque it up. I followed an OEM service manual for the timing belt and that went super well except for the last few steps of doing the 2 rotations of the crank and then inserting all the holders to verify tension and timing. I could not for the life of my get the camshaft hold down tool back in and when I did, the crankshaft lockdown could thread it but it wasn’t extremely smooth. I’m talking like 1-2 though out from being able to thread the lockdown tool in by hand. I couldn’t see this being a huge issue as I verified there wasn’t any clearance issue or being out a tooth and my tension was within 5mm of the notch. A lot of timing belt guides don’t even go that into depth with checking the hold downs again and just verify tension is correct. Primed it with VCDS 4-5 times but it still wouldn’t bleed out the rail. I had to crank it multiple times before I had the rail wet. Fired over very quickly after that and I don’t think I’ve been so happy after a long days of wrenching.
I managed to finally get my 2Microntech secondary filter as well, the lines are a bit funky but that can be fixed later. Macs kit is wonderful for the price, you just cant beat it. You do need to bend the high pressure line a bit but its doable. His support is top notch and you’re getting a reman’d pump that looks great. The only major difference between the GDM/2Micron CP3 kit is that its a slightly different CP3 so the fuel feed is in a different spot. That means you have to use some plastic barbs instead of the nice CNC’d aluminum ones that GDM gives you. Next up is a 2060 turbo from Mac and Ill be good to go.
Not close. It's a R70 CP3. 3.0 L I6 BMW diesels came with R70 pumps too. Guys manage to get 350 hp of fueling from those pumps before they step up to rhe R90 pumps.