found this today and new a bunch of you guys wanted to know.
It was posted on their forum

"It dyno'd an increase of 86 HP over the stock CP3. This was done in a truck that had two boxes, a set of custom Relentless Diesel Injectors and a FASS fuel system.

We are now doing durability testing on that product.
That kit will sell for $1495.


We are currently working on our stage 2 pump mods and will have more solid numbers in a few weeks. Performance gains should be 30-50 HP more than Stage 1. Additional cost will be under $1000.

We'll be doing a more formal product release mid to late January '06."

here's the link http://www.relentlessdiesel.com/foru...opic.php?t=108

Now somebody needs to buy one and tell everbody how well it works

 

Back to top...as there's a guy on TDR touting the Floor It Diesel or NADP CP3 mod!

How is the mod done? What are the max rail pressures and are they constantly bumping against the rail relief valve? How does the ECM programming react to this mod in terms of daily drivability?

Does Relentless need a core or is it a new CP3 altogether? Is the front cover changed too if the CP3 gearing is changed to make the modded CP3?

Thanks!

 

send a unit to me and i will to some actuall field "testing" and longevity and dependability.

 

I have the truck that the relentless diesel cp3 is on.Chris tried to get more flow by drilling orfices and all that,but it didnt work.So he took my truck cuutomed machined the front cover,relocated the pump,and spun it faster.The result 86 more hp at the wheels.There is still more power to be had with this and as soon as i dyno again ill report back.

 

Knowing chris, this product will perform as advertised and will be very reliable.

 

Reference the Floor-It thread:

Here is what I have been able to piece together. There are several companies working on various parts of the project and each doing their own testing, so you have to talk to several people to get all the answers. Don’t know anything about the Stage II. The Stage III is getting bigger plungers and is going to be a monster. On his test truck, he is running a rail pressure gauge with its own transducer that can measure up to 40,000 psi. So far with his Stage III test pump, rail pressure spikes to 38,000 psi and settles back down to about 36,000 psi depending on how much fuel he is burning up. That is just crazy. Obviously this pump is going to take quite the investment in fuel system upgrades to run reliably.

The Stage I mod is massaging internal passages and replacing some internal hard parts. He is not at liberty to say what parts he is replacing. John does not do a lot of testing on this pump himself with regard to HP gains. There is another shop doing most of that so you have to piece the info together. HP gains seem to vary a lot depending on other mods/supporting upgrades, with the best confirmed HP gain in the 70hp range with stock injectors and a single turbo. Unfortunately, most people that are running the pump have never been on a dyno, so you kind of have to guess. One of his customer's 04.5 trucks with twins and already in the high 12s picked up .7 in the 1/4 with stock injectors just by bolting the pump on. That is pretty impressive considering drag increases so much once you get into the 12s that it takes some serious HP to pick up another full second.

The pump will provide max fuel at very low RPMs. The associated torque increase is just insane. It doesn't take nearly as long for the pump to pressurize the system. Give it the go pedal from just off idle and your there instantly. There is a fellow that ran a RAD with this pump and had to turn the RAD off as the low end was too aggressive without the ECM keeping things in check and it scared him.

The Stage I pump is the most John could get out of the pump while maintaining the pump's ability to bleed off the extra fuel for stock like pressures when just scooting around town. The amount of fuel you get is still controlled by the ECM, so max running pressures will not go up unless you are running a pressure box. The two major advantages are, however much fuel you are commanding you are getting it like right now, and the volume is increased enough that pressures will not drop below power making levels with a TST/pressure box stack and big smoky injectors. Obviously, standard rules apply. The better your injectors are and the more air your turbo(s) can feed them, the better your results will be.

Pressures will spike to higher levels when you lift at WOT. There will be a pressure spike to about 32,000 psi, but John says it happens so quick that nothing, not even a DRBIII, can see it. John can see it on his special gauge. You get the same spike with the stock pump when lifting at WOT, just not quite as high. He said it happens so fast that the pressure is gone before the valve can even move…that's fast. No one has had any problems with the relief valve yet, but the pump is not out there in great numbers yet either. If you plan to stay at stock or slightly raised pressures, you will be fine, supposedly. If you plan on running a pressure box that makes more anyway, then you will probably pop the valve eventually from the pressure spikes when you let off of WOT.

There are relief valve options available. There is a plug kit available for about $80, not from John, and is available now. The plug has been in use for 8 months and no problems at all. The same company is working on a functioning relief valve designed to pop at 34,000 psi. Should be another 3 weeks or so before this one is ready.

That is all I got so far.

 

AK RAM, I don't know what you do in Alaska and I don't want to know but your info is always top notch, from the source, and much appreciated...keep us informed, This is awesome. I was thinking that twin CP3's and rails was the way to go.
RCCOX, When you stated he was relocating the CP3...where was he relocating it to?
Keep us going guys, great info. ks

 

whats a RAD?

 

Wow, sounds like another whole area is being opened up so far as getting more power from 3rd gens.

 

Agades, Racer's Anti Defueler by BD Power. It eliminates top speed and eliminates torque management defueling for shifts on 03 and early 04's I don't use mine unless there's a race but it makes the truck fast to about 119mph. ks

 

"relocated" means that he moved it closer to the block so he could use a smaller gear to spin it faster.

 

I have to agree! Great job.

 

Industrial Injection just installed a monster CP3, off some sort of a marine application, on Brett Williams' truck. I believe they left the pump, itself, stock, but had to machine a special adaptor to get it to fit the engine. Brett was already at 685 hp on a single turbo before this mod. The installation looks real good.

 

AK-

Ditto on what abc4yew said above! Thanks to Jeff_K's eagle eyes I just received my "core" CP3 and fuel rail that I picked off of EBAY for a pretty good price.

I don't "want" the total top end power (yet). Eventually I want twin turbos, but that is down the priority list in my life for now. However, that ever elusive 3rd gen "neck snapping" throttle response off idle is attractive, even for a stock truck, for sure as well as keeping the pressures up for good fuel atomization and economy. This pump could be the 3rd gen mechanical version of the Catcher, but without the ECM flashes of course. This pump is also something to grow in to as funds allow. This pump could also be the tower's dream (???)

The only thing that worries me is bumping constantly against the rail valve since I've been down that road before. But if that higher pressure valve comes through, then what's the next weak point????

I am really curious as to how one can measure greater than 26,700 psi off a calibrated 0 - 5 volt sensor that is "saturated" at 26,700 psi based on Matt400 and DLeno's research. There must be some fancy infering going on!

 

good info , I have done some field testing on the 6.7 automotive engine, and we have change the relief valve from 1600 bar to a 2100 bar which is about 30900 p.s.i. , but we also had to change the common rail and injector lines to handle the higher rail press. , are they still using the same common rail and lines?

the 6.7 also comes with a 1800 bar relief valve on some industrial engines with the same common rail and inj. lines as the 1600 bar system.