OT-OF-Here

Any aftermarket fuel rails available that would carry increased volume while maintaining at least stock pressures that would accommodate factory pressure valve? That would be a great item for Geno's to carry. Hint.

mtomac

Anyone know how many CC's the fuel rail is on the Cummins and the Duramax? I wonder if they are the same size or not since there is 1 rail feeding 6 cylinders on the Cummins vs 1 rail feeding 4 cylinders on the Duramax.

Got Juice?

LOL... working on it. BUT increasing size will only increase your peak max power, not sustainable with a CP3/110.

On a DMX.... Run 2 of them. 1 Per Rail. Working on that as we speak.

CTD..... Haven't given it much thought.... might have to though.

mtomac

You're the 3rd person I've heard of that's working on twin CP3's. It's good that there are several people working on hard parts for the Duramax.

I would really like to get my hands on the larger Bosch computer-modeled and developed fuel-injection pump they made for the Banks duramax race trucks.

OT-OF-Here

I read recently a post that said the Duramax fuel rail carried 13% more volume than ours. I've talked with a number of members, who like myself feel our trucks, when seriously modified, are running out of fuel even with a pusher pump like FASS or Air Dog. You wouldn't think of running a performance gasser with a fuel line the size of a pencil. Right? It seems to me that there is a real market for such a product. Hope someone is working on it.

Got Juice?

Yes, the DMX has a 13% fuel rail advantage, BUT we also have more displacement to feed as well. But for a dyno run for example the difference is there!

My work on the CP3/110 is going slow, my other Job pays the bills, so at best someone else will be done before me.

The reason the ID of the rail is so small is to deal with the high pressures and pressure waves caused by injector closing(There is a reverse shockwave when the injector finishes its cycle that gets transmitted thru the fuel into the rail itself... it has to be beefy to not sonically crack)

Anyhow, WTH do I know .

joeservo

how do you one CP3 does not supply enough fuel? has anyone ran it dry? the newer cummins motor blow off valve still opens with injectors so there is still plenty of fuel from the pump. if you work on any changes, i would be working on a replacement blow off valve, or remove it.

if the pressure in the rail is still at the max, the volume of fuel delivered is still adequate.

OT-OF-Here

Joe,

Just a question,...and not trying to provoke an argument,...but why does Geno's and other reputable businesses selling performance diesel products then sell banjo bolts in addition to pusher pumps that have larger openings? Also you read about guys increasing the size of their fuel lines? Isn't this the same principle? Except what I'm suggesting is to carry the expansion of the volume possible all the way to the injectors? Do I have it wrong? Pls advise.

joeservo

no provoking, you've got a good point but everything pre-CP3 is a different story. there is undenyable proof you can starve a CP3. on the high pressure side, i have not seen anyone run it dry (including myself) or show proof. i just think the pump gets a bad rap by people unfamiliar with new things.

as far as Geno's and the rest of them, they are a business, a good business makes money selling things people want, not what they think people need. everyone, no need to repsond with your opinion on ethical business practices, the thread is about larger fuel rails.

BCarmicle

I'm not an expert by no means on these fueling systems, but isn't it logical to consider the CP3 running dry first, as Joe mentioned, before considering the fuel rail running dry?

I've been told the CP3 can only supply up to the mid to high 500's in horsepower?
If this is true it doesn't matter what the rail is doing.

Someone needs to modify a CP3 and see what happens from there.

Just my opinions, still trying to learn about these engines.

Brandon

Got Juice?

It is easy to see the CP3 Running out of diesel..... When a Tech2 on a DMX on a dyno run shows rail pressure dropping to 14000 psi, when commanded pressure is 23000 psi you are simply out of diesel.

I have a video of my truck on a dyno run where it is 'bursting' (no fuel/fuel/nofuel/fuel) on a dyno run after stacking two programs to their max.

The sound is similar to a gas engine with a high speed miss......

BigBlue

What about running a rail for cylinders 1-3 and then 4-6? Or maybe 1-3-5 and 2-4-6? You'd need another CP3, but wouldn't that work?

joeservo

you can't use the obd2 readers to measure fuel pressure on a truck with a fuel box on it. i can make the truck think the pressure is anything i want it to think. I notice you have an 02 GMC, not sure the setup on a 02 duramax so i can not argue about that one. only thing i can speak on is the 03 and newer dodge and the duramax lly motor. i would like to know more though, what boxes do you have stacked?

i have dynoed 535 on mine with no fuel problems and a friend hit 540 with no problems. i have heard the sputtering when my lift pump went out.

Got Juice?

Stacked Comp Juice and Bullydog pup 155..... no bursting
Stacked Comp Juice and Bullydog pup XXX..... bursts like heck (and barks the turbo when the pump finally 'catches up' for a second)


Since when Can't you use a tech 2 to read fuel pressure in the rail? The tech 2 takes the reading right off the rail pressure sensor. It had been done several times on a DMX..... Kennedy Diesel has graphs as well as others. The pump is good, but we are running out of fuel.
Best dyno. 550.5/1100+TQ

Both boxes are PWT, no pressure boxes so there is no 'fooled' press signal to mess with the tech2

Stock sticks and turbo.

joeservo

i thought the tech2 was an obd2 scanner/reader.

like i said earlier, i am not sure on the 02 duramax, and if you are right, you are the first i have heard running out of fuel pressure.