I haven't tuned in lately on the latest with rail caps. What are the options here and who has it? I'm not interested in paying $100 for a rail cap that someone has an option of $10 or something that works. It's all about what works,... so who has a option that works and won't break the bank?? Tks for the help.

 

Floor it has em I think they run about 45

 

Tks. I'll ck it out. Also I seem to recall someone found I beleive a VW lug stud that did the trick with the right thread pattern and super steel to withstand the pressure. I'd sure like to have that part # and I wonder if it was shimmed or what. It would seem if it were screwed all the way in it might be too far and become an obstruction in the rail. Hope someone knows.

 

I got some rail sencers that I use as caps, They have the same threads as the valve.

CRIS

 

Isn't that what's in there now? I'm not sure but isn't it wired?,,.... so do you just screw it in and leave the wire unhooked or something or how does it work? Chris,.. how much? If it is an actual rail sensor then it must be able to handle the pressure obviously.

 

there are 9 holes in your rail...

6 for injectors, one from the CP3, one for the sensor, and the last for the pressure relief valve/return line.

 

I guess I knew that if I thought about it,... I think masonic-dodge has a good option for me. Tks.

 

your sig says II cp3 and II dual feed line. your dual feed line goes into the relief valve port. no need to cap the rail when theres a fuel line going to it.

 

You're kiilin' me Judge88. You guys are toooo observant. Actually why I'm going to do this for is to test the affect of the dual feed on the dyno. Ever since I bought it I've been in a confused state trying to rationalize in my headbone how I can have fuel at 54psi entering the rail on the bottom and the top at the same time and at different ends of the rail. It is like two tidal waves of the same force hitting one another and then you have backwash,... right? What does all that do in the rail and under thousands of psi of pressure. Maybe nothing and then again,.. maybe something. I want to try it both ways on the dyno and then I will know if the dual feed is helping me or not. See where I'm at on this issue? Guys in the boating industry I believe call this effect cavitation. I don't know how it will turn out and I'm not rolling on anyone here but I want what is best for my truck. Period.

 

the only problem with that is that they are about $110 at cummins and about $400 through dodge.(you have to buy the whole rail) but it would be a great idea if you had one just laying around.

 

when i capped my rail all i did was pull the banjo bolt off the top of the valve. put it in a vise and tapped the inside of the bolt with a bolt that fit inside. screwed the bolt in with a little loctite and grinded it flush. free rail cap that held alot pressure for alot of miles.

 

OT, that is a good idea, I am interested (as I am sure lots of others are) in your findings

 

what are the benefits of capping the rail?

 

OT,

I am very interested to see if you gain anything with the dual feed line.

I don't think I've ever seen any dyno proof of a gain... Maybe you will be the first

Who knows... Maybe it will be one of those deals where you wasted your money. I remember reading that one guy said he knew it had more power because he could feel in SOTP... But he sells the dual feed line

 

to tell the truth i have not really felt that big of difference at all with the dual feed line, on one of the shop trucks.