S&S vs Industrial Injection vs Exergy — CP3 Conversion Brands Compared

TL;DR: These three brands are usually shopped as if they were three versions of the same product, and they are not. Industrial Injection and Exergy build CP3 conversion kits across all three CP4.2 platforms — LML Duramax, 2019+ 6.7 Cummins HO, and 6.7 Powerstroke. S&S Diesel Motorsport's conversion coverage is narrower, and on the platforms where it does not sell a conversion it sells a disaster-prevention bypass instead — a different product solving a different problem. Underneath, all three start from the same Bosch CP3 architecture, so the decision is coverage first, kit completeness second, and pump flow tier last.

If you have already decided you want the CP4.2 off your engine, the guide you want first is our CP3 conversion kit guide — it covers what a conversion kit has to include and why. This page is the next question: whose kit.

The three brands are not competing on the same axis

The fastest way to get this wrong is to assume a "brand ladder" — that one of these companies is the budget option, one is the middle, and one is the premium. That framing is wrong because the three catalogs are shaped differently.

• Industrial Injection is a full-ladder fuel house. It sells conversion kits for the CP4 platforms and an upgrade ladder for the CP3-era trucks that never had a CP4 — the Dragon Fire 10 mm and the 12 mm stroker. If your truck is an LB7 through LMM Duramax or a 5.9/6.7 common-rail Cummins, Industrial Injection is selling you more pump, not a conversion.
• Exergy Performance is a precision-fuel specialist whose center of gravity is injectors and pump internals. Its CP3 conversion coverage spans all three CP4 platforms, and it also builds a stroker pump for the Denso HP4 on the L5P — a platform where no CP3 conversion is on the table at all.
• S&S Diesel Motorsport is a motorsport-first fuel-system builder. Its CP3 offering skews toward race-flow pumps for the Cummins common-rail trucks and a conversion kit on the 6.7 Powerstroke, plus disaster-prevention and post-failure cleanout hardware.

Read that back and the pattern is clear: Industrial Injection sells the widest shelf, Exergy sells the widest conversion coverage, and S&S sells the deepest single-platform solutions.

Platform coverage — who actually makes a kit for your truck

This is the table that resolves most of these searches, because on several platforms the brand question answers itself.

Three things fall out of that grid:

1. A CP3-era truck cannot be "converted." LB7 through LMM Duramax and 2003–2018 Cummins common-rail trucks already have a CP3. What those platforms buy is a higher-flow CP3, which is a performance purchase, not a reliability one. Shop CP3 pumps →
2. On the 6.7 Powerstroke, all three brands compete head-to-head. It is the only platform in the catalog where the S&S-vs-II-vs-Exergy question is a real three-way comparison rather than a two-way one.
3. On the 6.7 HO Cummins, S&S is answering a different question. It offers disaster prevention there, not conversion — see the section below, because this is the single most misread distinction in the category.

What actually separates the kits

Once you are on a platform where two or three brands both have a conversion kit, the differences are in the four things a kit has to solve — mount, drive, plumb, control.

Notice what is not on that list: pump durability. The reason people convert to a CP3 is that the CP3 architecture itself is the reliable part. A three-piston pump with a different drive geometry does not depend on fuel lubricity the way the CP4.2's single cam-follower interface does, and its normal failure mode is a loss of rail pressure rather than a metal-shedding event. You are buying the architecture, and every one of these brands sells the same architecture. What differs is the packaging around it.

Stock-flow versus stroker — where each brand's ladder starts

A CP3 conversion and a CP3 upgrade get shopped in the same aisle, and the flow tier is where the two blur together.

• Stock-flow CP3. The right choice for a stock-to-tuned truck on any of the three CP4 platforms. It removes the failure mode and does nothing else. If reliability is the reason you are here, stop at this tier.
• 10 mm CP3. Industrial Injection's Dragon Fire tier. Meaningfully more volume for a truck that has stepped up injectors and is running out of rail pressure at the top.
• 12 mm stroker CP3. Industrial Injection's stroker tier. This is a fueling-ceiling part, not a reliability part — it exists for a combination that already has bigger injectors and a turbo to use them.
• Race CP3. The S&S positioning on the Cummins common-rail platforms. Same logic, further up.

The mistake to avoid is buying flow you cannot use. A stroker CP3 on stock injectors does not make power; it makes rail pressure the ECM was never asked for. Match the pump tier to the injectors, not to the budget. Fuel injectors →

The disaster-prevention detour — and why it is not a conversion

This deserves its own section because the two products sit next to each other in search results and cost very different amounts of engine.

A CP4 disaster-prevention kit — the S&S bypass kit, or the Disaster Prevention Devices unit — does not replace the CP4.2. It reroutes the pump's return circuit so that when the pump does shed metal, the debris is routed away from the rail and injectors instead of being pumped downstream through the entire fuel system.

That is genuinely valuable. It is also risk mitigation, not a fix. The pump is still a CP4.2 and it can still fail; what changes is the size of the bill when it does. The honest framing:

• Disaster kit = you keep the CP4, you keep the failure risk, you cap the damage. No calibration needed.
• CP3 conversion = you remove the failure mode permanently. Requires a calibration so the ECM commands the CP3 correctly.

If your truck still runs and you want the cheapest meaningful protection, the bypass is a real answer. If you want the problem gone, only the conversion does that. And if the pump has already grenaded, neither is enough on its own — a failed CP4.2 contaminates the rails, all injectors, the high- and low-pressure lines and the tank, and the recovery job is a full fuel-system replacement plus decontamination, not a pump swap. Injection lines →

How to pick, by platform

Duramax LML (2011–2016). Industrial Injection or Exergy. Both build a complete conversion; neither is the "budget" option in any meaningful sense. Decide on kit contents and on which calibration path you can actually get supported locally.

Cummins 6.7 HO (2019+). Industrial Injection or Exergy for a conversion. Choose S&S only if you have decided to keep the CP4 and cap your downside with a disaster kit — that is a different decision, not a cheaper version of the same one.

Ford 6.7 Powerstroke (2011+). All three. This is the platform where S&S has the deepest presence: conversion kit, bypass kit, and a post-failure cleanout kit for a truck that already lost a pump. If you are recovering from a grenade rather than preventing one, that end-to-end coverage is worth something the other two do not directly match.

Any CP3-era truck. You are not converting anything. Buy flow only if your injectors need it: Industrial Injection for a named stroker ladder, S&S for the race tier on Cummins common-rail. Browse fuel injection →

Before you order

Two practical notes that apply regardless of brand.

Confirm the platform, not the year. The CP4-versus-CP3 split does not follow model years cleanly across manufacturers, and getting it wrong means ordering a conversion for a truck that already has a CP3. Run your VIN or year/make/model through our fitment lookup before you buy.

Understand the calibration requirement. Every CP3 conversion on these platforms needs the ECM told that a CP3 is present. Confirm the tuning path is available and supported for your truck before the pump is on the bench. Emissions-compliance posture for CP3 conversions varies by jurisdiction and by whether the calibration is paired with emissions-hardware changes; check your state's requirements before ordering.

Frequently asked questions

Is S&S better than Industrial Injection for a CP3 conversion? On the 6.7 Powerstroke, they are direct competitors and both build a complete kit — S&S additionally covers the post-failure cleanout case. On the LML Duramax and the 2019+ 6.7 Cummins HO, the comparison does not exist as most people frame it: S&S's offering on those platforms is CP4 disaster prevention, not a CP3 conversion, so a shopper who wants the CP4 gone is choosing between Industrial Injection and Exergy.

Do all three brands use the same Bosch CP3 pump? They all build on Bosch CP3 architecture, which is the entire point of the conversion — the CP3's three-piston design and drive geometry are what make it tolerant of U.S. ULSD. What differs between brands is whether the core is new or remanufactured, whether it has been stroked for more volume, and what hardware and control strategy comes packaged around it. Confirm core sourcing per brand before ordering.

Will a CP3 conversion make more power than my CP4? Not by itself. A stock-flow CP3 conversion is a reliability change, and on a stock-tuned truck you should expect the same power you had. Power comes from the flow tier — a 10 mm or 12 mm stroker CP3 — and only when injectors and turbo can use the extra volume.

Can I install a CP3 conversion without a tune? No. The ECM has to command fuel volume through the CP3's metering valve rather than the CP4's, and read rail pressure accordingly. Skipping the calibration produces rail-pressure faults and a truck that runs badly at best. Budget for the calibration as part of the kit, not as an optional extra.

My CP4 already failed. Is a conversion kit enough? No. A grenaded CP4.2 sends metal through the high-pressure side — downstream of every filter on the truck — into the rails, the injectors, the lines and the tank. Converting to a CP3 without replacing the contaminated components simply feeds debris into the new pump. Recovery means a full fuel-system replacement plus decontamination, with the CP3 conversion as one line item in it.

Should I buy a stroker CP3 instead of a stock-flow one, just in case? Only if a specific fueling plan calls for it. A stroker pump on stock injectors does not add power, and the extra volume has nowhere to go. Buy the flow tier your injectors demand, and revisit the pump if you later step the injectors up.

Does a disaster-prevention kit void the reason to convert later? No — a bypass kit and a later conversion are compatible decisions. The bypass caps your exposure while you keep the CP4; converting later removes the failure mode entirely. What a bypass does not do is make the CP4 safe, so treat it as a bridge rather than a destination.

Structured data stubs

FAQPage — the seven Q&A pairs above map to mainEntity / Question / acceptedAnswer nodes.

Article — headline from the H1, author Core Powertrain Parts Tech Team, about CP3 conversion kit selection, mentions the brand entities S&S Diesel Motorsport, Industrial Injection, Exergy Performance, Fleece Performance, Robert Bosch GmbH.