Dual CP3 System
Big fuel. It's what diesel power junkies live for. Sport Truck owners looking for big power out of their diesel truck are always on the hunt for the next upgrade that will give them more fuel supply and a higher volume of air. For truly ground-stomping power, it becomes necessary to modify the fuel-injection system. A common misconception among many diesel owners is that a truck must billow smoke in order to reach their desired level of horsepower and torque. With the newest-model diesels, the key to effective power comes from efficient fuel usage through increased pressure and a high level of atomization.
ATS Diesel uses one route of capitalizing on this high-pressure fuel delivery system. By adding a smaller secondary high-pressure pump to maintain the needed fuel volume, starvation of the main CP3 injection pump is eliminated. Using this dual-feed method, a truck with increased motor output which would previously have a cut-out or stutter issue at hard throttle and high rpm, now has smooth and constant power delivery. This method of maintaining the needed fuel supply works well for trucks that do not have very large upgraded injectors but have power increased through the use of electronics.
History and ProgressionEarlier fuel-injection pumps, such as the P7100 model that was factory equipment on the '94-'98 Dodge, offer the mechanical ability, with very little modification, to flow a larger quantity of fuel than most truck owners can use realistically. With pressures that are much lower than the new-style pumps, more fuel is needed to accomplish the same level of power that a new common-rail pump can deliver with a small volume of fuel. These pumps on the pre-'03 Dodge and the 6.5L GM trucks use a plunger-style system to deliver fuel to individual injector lines. Once the fuel enters the injector, it reaches pressure ranging from 4,000 to 5,000 psi, which causes a discharge into the cylinder. This lower pressure system means that there is a lower percentage of atomization, therefore lowering fuel efficiency.
Late-series trucks, including the 6.6L Duramax, incorporate an electronically controlled CP3 model injection pump that supplies much higher pressure to a common-fuel rail (as much as around 26,000 psi). An electrical charge is delivered to each injector to command the pintle (the tiny pin in the head of each injector nozzle) to lift and therefore allows fuel to be injected into the cylinder. This means that the pulse width (duration) and timing of the fuel injected can be precisely controlled, and used to increase power output.This new common-rail system means that the modern diesel motor can achieve impressive power with less timing advancement when compared to earlier systems. OEM manufacturers of the late-model trucks are increasingly held to tighter and more controlled emissions regulations and use the combination of high atomization and retarded timing to meet the new standards. The late-model pumps are somewhat limited on the sheer volume of fuel that can pass through them and must be able to maintain supply, which presents more challenges to performance-oriented owners who desire big power.
More Power
Keeping with the "can't have too much of a good thing" theme, Clint Cannon of ATS Diesel conceived the concept of using two CP3 injection pumps, similar to dual motor designs used on boats. With the dual pumps working in unison, the issue of overall fuel volume is solved and power levels rocket to exciting and remarkable levels. The dual common-rail pump configuration makes for great responsiveness and commendable fuel efficiency, allowing for the factory-commanded fuel pressure to be sustained. The system engineered by ATS mounts two main injection pumps side by side and features a billet pulley wheel for the second pump, making the system a clean bolt-on upgrade.
How much power is obtainable with these new advancements? Look no further than Kyle Michael's (Crank It Up Diesel of Ohio) custom dual CP3-powered Duramax. Kyle's truck has been modified by his shop to compete in sled-pulling competitions, where sleds can weigh more than 40,000 pounds. This technology makes his truck a force to be reckoned with and causes the formerly smug Dodge sled-pullers to take heed. "With the dual pump system, there is an advantage even with stock fuel injectors," Kyle remarked about his upgrade system. "It's all about the fuel pressure and atomization; horsepower levels of more than 800 are possible now." Kyle recently pulled with his Duramax at the DHRA Nationals at Indianapolis Raceway Park with an impressive show of power and held his own against those who ran heavily modified trucks with the older model mechanical pumps.
As always, it is critical to support these higher levels of power with upgrades in the gear train and turbo department. Air delivery to the motor must be increased to burn the amplified level of fuel. While not a necessity to run the dual CP3 injection pump system, both trucks owned by Clint Cannon and Kyle Michael use custom twin or compound turbo systems to produce enormous levels of air induction. With the added bonus of increased fuel economy, this system will work well for mildly upgraded trucks that are used for trailer pulling and daily driving. For most trucks, a single turbo upgrade will suffice-and yes, your neighbor with the Corvette will be envious.