CP3 - Round 2 - What to watch for

[MultiVAC]

Hello all - new to the forum.

I had a series of things lined up for my 2013 JSW TDI, 6spd that I got back in March. Completely stock car ~100k miles. Have put about 7kmi since I got it.
Plan -
- Phase / Weekend 1 - Timing belt kit from diesel geek that included the serp, waterpump, and idlers.
At the same time, install a rebuilt CP3 conversion as well as the machined lower cover and fluidampr HB from WPI
No tune

- Phase / Weekend 2 - Darkside EGR / DPF / De-Cat deletes
Apply tune

Completed Phase 1 Saturday morning, except for ending up putting on the Darkside EGR delete because the EGR had to come off anyways. Still no tune - so I got a CEL for that. No leaks, drives the exact same as before. About ~130 miles after install, while on the highway and almost home, I suddenly get limp mode / glow plug light, then 30sec later while making an exit, I get CP3 implosion.

Don't have great pictures yet since it's still on the car, but I can feel that the freeze plug facing the alternator blew out and bits of the pump internals are everywhere. They are sending another pump under warranty but I'm checking here for ideas so that I can avoid a repeat. I had used 3 cycles of VCDS pump priming prior to first start. When I did go to start, it took about 2 full Mississippi seconds for it to catch. I followed the 2Micron instructions for the most part, it seems like some of the hardware has changed slightly and I'm only using the stock filter canister. I was at a half tank when I completed the work and was around a quarter when it blew, but the CP4.1 before it was working fine on the first half of the tank?

I'm thinking now I need to be extra vigilant , probably tear down and flush my tank and lines - maybe somehow the injectors too? They seem really surprised it failed, I'm hoping I didn't fudge the install, I know these things aren't cheap.

 

[Tuheeden]

Well if it's a Whitbread kit, it's a United Diesel pump. I have had excellent luck with them so it will be interesting to determine what happened. It would be unlikely to get debris in the high pressure side (unlike the CP4) but yes you should check. Of course you removed the intermediate fuel pump or you would get a rail pressure to high error, but it with confirming.
I have a United Diesel CP3 on my shelf but their turn around time has been very good.
Let us know what you find

 

[Tuheeden]

And of course find out what the code was prior to failure. That mai reveal the source of the problem.

 

[MultiVAC]

I hope to get started on the autopsy after work today, it's already being delivered this afternoon. Think I would I need to add the aux pump back in? From what I read around I can expect ~8psi without and possibly 60psi with? I'll probably piece together an inline gauge from the part store to verify. It had been running normally right until limp mode.

 

[T1MMBOJONES]

you have a united diesel pump from whitbread, yes? should not need the aux pump. i recently learned ,from tuheeden iirc, that the cp3 found in a bmw (model?) does not have a built in lift pump like most ive ever seen do. i actually never knew it was a lift pump but now i do. the non lift pump units are basically flat on the opposing side of the pulley, otherwise it has a little protruding grille of sorts. i would assume you retain the aux pump with one that doesnt have it internally.

 

[MultiVAC]

you have a united diesel pump from whitbread, yes? should not need the aux pump. i recently learned ,from tuheeden iirc, that the cp3 found in a bmw (model?) does not have a built in lift pump like most ive ever seen do. i actually never knew it was a lift pump but now i do. the non lift pump units are basically flat on the opposing side of the pulley, otherwise it has a little protruding grille of sorts. i would assume you retain the aux pump with one that doesnt have it internally.

That's correct - ok just making sure. Yep I've got the little grilled area.
Here's a destruction photo, actually surprised I found the freeze plug on the alternator. You can see the replacement in the background.

Found a bit more debris on the panzer plate later on.

I took the factory filter canister apart didn't see any metal in the fuel in there. Stuck a neodymium magnet in the still half-full canister of fuel, didn't collect a single piece. I then cut the top off the old factory filter and pulled it apart, also see no metal in there. I flushed the lines out between the canister and pump with an external 12v pump. I then installed a little analog mech fuel pressure gauge so I can verify supply pressure.

I tried to flush the high pressure side with my little external pump, but it can only develop about 14psi so I was only able to pump a small stream through the system. I cleaned out the old filter canister, then pre-filled it with new filter and fuel.

I checked the codes from the failure failure - 2 EGR Codes, then I had P0087 Rail Pressure Low. I'm thinking the P0087 was thrown to put it into limp mode just before the catastrophic failure.

Hooked everything up, primed with VCDS - saw about 6.5-7psi on the analog gauge. Did a few cycles of that then tried to start. It took about 3 full seconds of cranking before it caught, then it ran normally. Analog gauge still reads 6.5-7psi. I only ran it for like a minute, but it seemed normal... but I thought it seemed normal last time too so I don't know.

Anything else I should check? Is 6.5psi enough?

 

[Tuheeden]

6.5 psi to the CP3 is fine.
Very strange on the Pump failure but looks like your back in business!

 

[MultiVAC]

On about week 1 with everything and so far so good - ended up pushing through the rest of the darkside kit, deleting all remaining EGR components, cats and DPF, runs awesome now.