If you recently installed an S&S Diesel DCR pump on your Ford 6.7L Powerstroke and your dash is flashing a "Low Fuel Pressure" warning — or your scanner is pulling a P008A code — take a breath before you start replacing parts. There's a very good chance your new pump is perfectly fine, and S&S Diesel Motorsport has already identified the issue, traced it to its root cause, and published a service bulletin with a clear path to resolution. This post breaks it all down: what the DCR pump is, why the P008A code is appearing on a small batch of units, what to do if your pump is affected, and how to bulletproof your entire fuel supply system while you're at it.
To understand why the S&S DCR pump matters so much to 6.7L Powerstroke owners, you first need to understand the nightmare they're upgrading away from.
Ford equipped the 6.7L Power Stroke with the Bosch CP4.2 high-pressure injection pump across the 2011–2024 model range. On paper, the CP4 is a sophisticated piece of precision engineering, capable of pressurizing fuel to over 26,000 PSI for the common-rail injection system. In real-world diesel truck use, however, the CP4 has developed a well-earned reputation for catastrophic, unexpected failure. The core problem is fundamental to the CP4's design: it relies almost entirely on diesel fuel itself for lubrication of its internal cam and roller assembly. Modern Ultra-Low Sulfur Diesel (ULSD) has significantly less lubricity than older diesel formulations, and the CP4's extremely tight internal tolerances make it far less forgiving of any variation in fuel quality than its predecessor, the CP3.
When a CP4 fails, it doesn't just fail quietly. The internal cam and rollers generate metal debris that gets swept directly into the high-pressure side of the fuel system. From there, it's pressurized and pushed through the fuel rails, all eight injectors, return lines, fuel cooler, and ultimately back to the tank — contaminating the entire fuel system in a matter of seconds. The resulting repair bill routinely lands in the $8,000 to $15,000 range, depending on what gets replaced. There is no warning, no gradual performance degradation — just a sudden loss of power, a truck on the side of the road, and a very expensive phone call to your shop.
This isn't a fringe issue or urban legend. The CP4's failure rate is well-documented and has been the subject of recalls and class-action lawsuits against multiple automakers — Ford included. It's one of the most discussed failure points in the entire diesel community, and for good reason.
Rather than patch around the CP4's shortcomings, S&S Diesel Motorsport partnered with PurePower Technologies, Inc.® (the aftermarket division of Stanadyne®) to develop a true replacement. The result is the Ford 6.7L CP4 to DCR Pump Conversion — a direct-fit, plug-and-play high-pressure fuel pump engineered from the ground up to eliminate the CP4's inherent failure risks.
The DCR pump is a purpose-built two-piston pump that replaces the CP4.2 using OE mounting points and connections. There's no ECU tuning required, no modified wiring, and no custom fuel lines — it installs like an OEM component. The key engineering differences that make it superior include:
Patented Eccentric Drive pumping technology — a fundamentally different internal mechanism compared to the CP4's cam-and-roller design, eliminating the primary failure point
Full pressure-lubricated cam and bushings — internal components are properly lubricated under pressure rather than relying solely on fuel lubricity
1,250 mm³/revolution displacement — approximately 25% more displacement than the CP4.2, meaning more fuel volume capacity under high-demand situations
Biofuel and low-lubricity fuel compatible — the DCR handles modern ULSD without complaint, where the CP4 cannot
Corrosion-resistant FCA (Flow Control Actuator) — one less failure point in corrosive operating environments
CARB Compliant (EO# D-756-7) and SEMA Certified Emissions Compliant — legal in all 50 states, including California
Two-year, unlimited-mile warranty — a level of manufacturer confidence that speaks for itself
At $2,400 (currently on sale from $2,880 at NorCal Diesel Performance), the DCR conversion is the most cost-effective insurance policy available for your Super Duty. Stack that against a $10,000–$15,000 CP4 grenade scenario and the math is simple.
→ Shop the S&S Diesel Ford 6.7L CP4 to DCR Pump Conversion at NorCal Diesel Performance
Before diving into the TSB, it's important to understand what P008A actually means and why it matters on a high-pressure common-rail diesel engine.
Code P008A — "Low Pressure Fuel System Pressure Too Low" — is an OBD-II diagnostic trouble code set when the Powertrain Control Module (PCM) detects that fuel pressure on the low-pressure supply side of the fuel system has dropped below a predetermined threshold. On Ford's 6.7L Power Stroke, the PCM continuously monitors low-pressure supply with a dedicated sensor. When pressure falls below the calibrated minimum for a set duration, the PCM triggers P008A and illuminates the dash warning.
This code is not trivial under normal circumstances. Low supply pressure on the low-pressure (pre-HP pump) side of the system can:
Starve the high-pressure injection pump — the HP pump needs consistent supply pressure to function correctly. Without it, it's essentially trying to pull fuel rather than receive it, accelerating internal wear
Cause cavitation — vapor bubbles form in the fuel when pressure drops too low, and when those bubbles collapse inside pump components, they cause pitting and erosion damage over time
Trigger limp mode — the PCM will limit fuel delivery and reduce engine output to protect the high-pressure fuel system
Lead to hard starts and rough idle — inconsistent fuel supply directly affects combustion quality
Under normal diagnostic circumstances, P008A points to a clogged fuel filter, a failing lift pump, a fuel line restriction, a bad pressure sensor, or an actual low fuel level. In the context of a freshly installed S&S DCR pump, however, the cause is different — and it does not indicate a damaged or failing pump.
On November 19, 2025, S&S Diesel Motorsport published Service Bulletin TSB: 2025-01 addressing a specific, narrow issue affecting a small percentage of DCR pump kits.
A small number of DCR pump kits packaged between October 2nd and November 5th, 2025 were shipped with the Low-Pressure Regulator set slightly below the targeted supply pressure setpoint. This calibration variance can, in some cases, cause the pump to trip a P008A fault code and trigger a "Low Fuel Pressure" dash message.
S&S is direct and clear on the most important point: this condition will NOT impact the performance or reliability of the pump. The pumps are fully functional and mechanically sound. The only concern is the potential for a nuisance fault code — not a compromised or damaged pump.
S&S runs 100% of DCR pumps through a rigorous production test cycle after assembly. Each pump is tested on one of several test benches, where the low-pressure regulator is precisely set using an adjustment screw. During the affected date range, one of those test benches developed a drifting low-pressure sensor, causing a small subset of pumps to be calibrated slightly below the target setpoint. Because not every pump went through that specific bench, only a small percentage of units in the date range are actually affected.
S&S was able to identify the issue by tracing it back through their production logs, where every DCR pump is recorded by serial number during end-of-line testing. This traceability is what allows them to offer a precise, serial-number-based lookup tool rather than a blanket recall.
Importantly, pump kits packaged on 10/5/2025, 10/17/2025, and 11/3/2025 are NOT affected, even though those dates fall within the broader window. Those production runs were tested on different benches.
The affected pumps will operate above the diagnostic threshold under virtually all normal operating conditions. The fault code may only set during very high flowrates sustained for extended periods — a scenario most street and towing trucks rarely, if ever, encounter. This is why S&S classifies it as a nuisance code, not a performance issue.
If your DCR pump kit was packaged between October 2nd and November 5th, 2025 (excluding 10/5, 10/17, and 11/3), here's the exact process S&S recommends:
The pump serial number is located in two places: on the top and on the bottom of the pump body. Do not confuse this with the Low-Pressure Regulator Adjustment Screw — S&S specifically calls this out in the bulletin because misidentification is easy to do.
The package date stamp can be found on the box label.
Option 1 — Automated Lookup (available 24/7):
Visit https://ssdiesel.com/DCR-SerialNumber-Lookup and enter your pump's serial number. The system is fully automated and will tell you immediately whether your pump is affected or not — even outside of business hours.
If the result reads "Potential for supply pressure fault code" — proceed through the form, submit, and an S&S technical representative will follow up with specific field fix instructions.
If the result reads "Pump is not affected" — no further action is needed.
Option 2 — Contact S&S Directly:
Call 812-521-0123 or email info@ssdiesel.com during business hours.
S&S confirms the remedy for affected pumps is straightforward. The bulletin notes that field fix instructions are provided directly through the serial number lookup system upon confirmation of an affected unit. The low-pressure regulator adjustment is external, accessible via the adjustment screw on the pump body — this is a calibration adjustment, not an internal repair.
It's worth taking a moment to put this bulletin in proper perspective for anyone who is concerned about their recent purchase.
No manufacturer is perfect. Even the most rigorous production environments can develop sensor drift, calibration issues, or batch variability. What separates great manufacturers from average ones is not the absence of issues — it's how quickly they identify them, how transparently they communicate, and how thoroughly they support their customers in resolving them.
S&S Diesel Motorsport identified this issue through their own ongoing quality checks — not through a flood of warranty claims or customer complaints. They traced the root cause to a specific test bench sensor, identified the exact date range of potentially affected units, created an automated 24/7 lookup tool so customers don't have to wait for business hours, and published a clear, concise service bulletin. The entire process reflects a company that takes quality control seriously and backs its products with real accountability.
Compare this to the factory CP4 situation, where Ford and other automakers faced recalls and class-action lawsuits over a systemic failure mode that destroyed entire fuel systems. The DCR TSB is about a nuisance fault code that doesn't affect performance. The difference in severity is enormous.
Here's the thing about upgrading to a DCR pump — you've solved the high-pressure side of your fuel system. But your injection pump is only as good as the fuel being fed to it. Low supply pressure, aerated fuel, water contamination, and microscopic debris are all threats that operate on the low-pressure supply side, upstream of any high-pressure pump. Protecting your new DCR investment means protecting what feeds it.
That's where the FASS Drop-In Series Fuel System for 2017–2026 Ford 6.7L Powerstroke comes in.
The FASS Drop-In Series is a plug-and-play filtration upgrade that installs directly into your factory fuel system — no cutting, no wiring, no additional modifications required. It retains your stock in-tank lift pump and works with it to deliver dramatically cleaner, better-conditioned fuel to your injection pump.
Key performance and protection features include:
2-Micron Microglass filtration — captures contaminants the OEM filter system simply cannot, including fine metallic debris and abrasive particles that accelerate injector wear
99%+ water separation — third-party verified, with a unique Extreme Water Separator (XWS) that actually acts as a dam if it reaches capacity, shutting the system down before water can damage your injectors rather than letting it pass through
Air and vapor removal — aerated fuel causes cavitation inside injection components and creates inconsistent injection events at the rail; FASS eliminates this before it happens
10%+ improvement in fuel lubricity — better-lubricated fuel means less wear on the new DCR pump's internals and your injectors
Retains OEM WIF sensor — your factory Water-in-Fuel warning light still functions normally after installation
Installation in an hour or less — true plug-and-play, no shop required for a competent DIYer
Limited Lifetime Warranty when registered
The result is up to 3x injector and injection pump lifespan extension, according to third-party testing. That's not a marketing number — that's what clean, air-free, water-free fuel delivery actually does for precision high-pressure fuel system components.
One of the most common legitimate causes of a P008A code — separate from the DCR calibration issue addressed in the TSB — is restricted fuel supply, aerated fuel, or clogged filtration upstream of the HP pump. By installing the FASS Drop-In Series alongside your DCR pump, you're actively ensuring that your low-pressure supply pressure remains strong and consistent, reducing any risk of the PCM ever seeing a legitimate supply pressure fault during heavy towing, extended high-load operation, or in extreme temperatures where fuel gelling begins to threaten filter flow.
It's also worth noting that the original, non-TSB-related P008A causes — dirty filters, water in fuel, aerated supply — are exactly what took out countless CP4 pumps before them. Protecting your DCR from those same threats with proper filtration is the logical final step in a complete fuel system upgrade.
→ Shop the FASS Drop-In Series Fuel System for 2017–2026 Ford 6.7L Powerstroke at NorCal Diesel Performance
For 2011–2024 Ford Super Duty owners who want to eliminate the CP4 threat and truly protect their investment, the two-step approach is clear:
Replace the CP4 with the S&S DCR Pump — eliminate the catastrophic failure risk at the high-pressure pump. You're no longer one bad fuel fill-up away from an $15,000 repair. The DCR handles modern ULSD, handles low-lubricity fuel, and is backed by a two-year unlimited-mile warranty.
Install the FASS Drop-In Series Filtration — protect the DCR pump from the upstream threats that can still cause wear and trigger P008A: water, air/vapor, and fine particulate contamination. Give your new pump the clean, consistent, properly pressurized fuel supply it deserves.
If your truck is already running an S&S DCR pump installed between October 2nd and November 5th, 2025, run the serial number through the S&S lookup tool at ssdiesel.com/DCR-SerialNumber-Lookup before doing anything else. Don't replace sensors, don't replace your lift pump, don't pull injectors — check the pump serial number first. The fix, if needed, is simple, and S&S will walk you through it.
The bottom line: the S&S DCR pump remains the best solution available for eliminating CP4 risk in the 6.7L Powerstroke platform. The TSB 2025-01 is a responsible, transparent service notice from a company that stands behind its products — not a reason for concern. Verify your serial number, follow S&S's guidance if affected, feed that pump clean fuel, and get back to driving with confidence.
Have questions about the S&S DCR pump, TSB 2025-01, or the FASS Drop-In Series for your 6.7L Powerstroke? Contact the NorCal Diesel Performance team — we're here to help you get the right parts and the right answers.
