Ok, I know a little about Parker polyflex and the pressures it's capable of withstanding, but what's up w/ the price for the dual line kits for just hose and fittings? Seems like the profit margin is a little steep, no? Also, what about Parker's applications, warranty w/ combustable liquids? I thought polyflex was designed for max operating pressures of 26000 psi, w/ a burst pressure of 60000 psi. I wouldn't think this is good enough for a diesel application operating at 25000-30000psi.
Question#2- Would the second feed line from the CP3 to the rail be a benefit w/ a stock CP3 w/ aftermarket lift pump, or only to a modded CP3 or dual CP3s?

 

you would think it would help even a stock CP3 by allowing more volume to get to the rail thus helping keep the pressure up.

 

Sombody posted the same ? on here the other day and I remember them saying that you WILL benefit with a stock CP3. Dont know about the Parker ? but I was thinking the same thing you were on the $$$$. Too many clams for me to try it.

 

I have the Ind Inj dual feed. I am in the process of testing the value of this product. I bought it b-4 I thought it through and my thought process may be flawed but I intend to test it for the $$$ value others are bringing up and does it do what they claim.

You could certainly view the benefit as you provided above and another perspective, which I've been chewing on for awhile now is that you have two indentical pressures of fuel entering the rail from opposing directions. Now that may or may not be a problem or as Ind Inj claims,... it helps. We'll see. I will have my truck on the dyno and run it with and without the dual feed and if it works I will be praising the product,... and if not........

 

Yeah, let us know. I've got connections in the "hose" hydraulic biz and believe me the hose and fittings can be had for much, much, MUCH less. I'm just waiting to be convinced that it will help w/ a stock CP3, because I'm draining the rail as it is and really don't want a modded CP3 or duals. I'm also not sure the polyflex they're using was designed and can withstand years of use in our application, I've seen where it's not warrantied w/ combustable fuels, IF it's the same stuff.

 

Been out of Electric here since last Friday so I couldn't get back with ya. I won't be able to help you on the stock CP3 thing because I have a lvl 2 CP3 but I intend to run the truck with and without the dual feed so all things being relative,.. it still should demonstrate if it works or not. I will also be trialing edm'd rail lines w/out the filters,.. also a Ind Inj product and when I take the dual feed off I'm going to run it with the rail cap. All in all and like I said with a since of relativity, then this testing should provide some answers. It won't be until the end of the week b-4 I have anything to report.

 

now i was reading how you guys are running dual CP3s to a single common rail with fuel feeding from both ends. now my question is has any one looked at the firing sequence and thought about running dual rails each rail feeding only every other injector in the firing sequence. one cp3 for one rail. the issue is not the pressure it is the volume and right now it seems you are limiting yourselves by the volume of the rail. just a thought!

 

dual cp3,s and the right injectors /air will lay down 800 hp or so on # 2 . id say the rail is doin fine.

 

yeah i would say it is doing fine but i bet you could go even bigger with dual rails. it was just an ideal!

 

can you post up some pics of the line? What fittings are on the ends?

 

Someone is doing or working on that as I read a thread a few weeks back about it. It wasn't complete but it is being worked on.