dual lift pumps
- Thread starter emiller3
- Start date
ok my lift pump took a dump.
I will be installing dual fuelers shortly, mainly cause they were a good deal but should I bump up to a df-200 pump while I am doing this or just stick with my 165?
can I later run another pump in line to get the pressure/ volume I need, I dont know if that will work, I want to keep my extra filtration.
keep in mind sticks arent going in for a while
I will be installing dual fuelers shortly, mainly cause they were a good deal but should I bump up to a df-200 pump while I am doing this or just stick with my 165?
can I later run another pump in line to get the pressure/ volume I need, I dont know if that will work, I want to keep my extra filtration.
keep in mind sticks arent going in for a while
What kind of twin pumps are you doing and what injectors do you have? In most cases with just stock injectors and mild twins one pump will be enough. It's usually when your running modded pumps and bigger injectors that you need dual LP's
The Comp unit is based off the Class 8 unit so the base and filters are twice the size of the normal pick up units, plus the motors are designed for high rpm making them great for volume and pressure.
I believe the official release will be at the Bradenton Race next month.
I believe the official release will be at the Bradenton Race next month.
it is a ppe dual pump kit, stock sticks right now, I want to be able to hit 800hp when I build my motor so prob go to 100 overs then, sounds like I will stick with my single lift pump for now.
does anyone have a picture of how the dual lift pumps work with eachother?
super diesel
<<<< Under Pressure
I haven't dynoed it or run it in any comps for a while, but some here know I can use some fuel. Probably pretty typical power most have with this same set up.
Still trying to find my dig camera after my move (I really dislike moving). The thing about it is, it's a compromise on pressure at idle and very low throttle as I dislike loping. I could provide a 400gph pump on my set ups if I wanted, but its all a mute point if you don't watch how your doing it. The return supply drops off sharply when really applying the throttle in large tunes. A regulator with boost sensing is a good way for one, but the FICM (and stock plunger pump/filter for those still using it) on some of our trucks makes that a issue. I prefer a dual stage with bypasses and pressure sensors to control my fuel needs. Pressure and flow goes hand in hand on these trucks. You can have 220gph at 10 psi and not have enough (plays catch up) on the big tunes because of our lines and dual pumps (I've done this many, many times in tests). Bigger lines I'm sure will help, but not needed when you have a second pump in the engine bay that comes on with boost pressure. My pumps don't even run at idle (I don't like the noise sitting at a stop). The first comes on a 1.5-2 psi of boost and is limited to 10 or psi. It has a bypass around it that allows the motor to pull fuel from the first filter only. Then when the pump comes on it pulls through the first filter and pushes through the second.
Amount of fuel and pressure does it if you go around certain problems, but it's easier to stage it. Sorry but I don't see extreme pumps are needed to fix the issue. Just how it's set up.
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I have dual Fass 95 pumps on mine, one feeding each cp3. Pressure gauge tied between the two, holds min. of 12 psi.
Kinda off topic but this is why I like the fuel lab pump
I run 3/4 all the way to the cp3s then it reduces down to 6 An into the pump
I think if you have the volume available it's better than pressure jmho
I also run 1/2" return
I could be wrong but I seem to hold good rail with stock pumps and big pw
I run 3/4 all the way to the cp3s then it reduces down to 6 An into the pump
I think if you have the volume available it's better than pressure jmho
I also run 1/2" return
I could be wrong but I seem to hold good rail with stock pumps and big pw
I am just trying to learn now, so I know for later.
however I am confused, how do you get your system to stop rising fuel pressure at 10 psi, I can rig up a boost reference regulator, I have done that on snowmobiles before but that will go to 40 psi or so with the boost, I imagine your running some sort of hobbs switch.
all the filters and by passing sounds like lots of work, sounds easier to just buy another AD pump and run one to each cp3. but I am guessing with that another return line will be required.
maybe I should just upgrade to a 200gph ad, does anyone know if I can just put that pump in my 165 body?
however I am confused, how do you get your system to stop rising fuel pressure at 10 psi, I can rig up a boost reference regulator, I have done that on snowmobiles before but that will go to 40 psi or so with the boost, I imagine your running some sort of hobbs switch.
all the filters and by passing sounds like lots of work, sounds easier to just buy another AD pump and run one to each cp3. but I am guessing with that another return line will be required.
maybe I should just upgrade to a 200gph ad, does anyone know if I can just put that pump in my 165 body?
super diesel
<<<< Under Pressure
There it is. Not sure if the pump can distinguish between the two as long as it has sufficient supply. 3/4" (OD I imagine) is really supplying it Simon.
super diesel
<<<< Under Pressure
Yes, pressure is limited through a fuel line mounted pressure switch. Its simpler than it sounds and ALOT cheaper than 2 ADs (for me anyway). I need to get under there and do some rearranging for a new set up I'm getting geared up for though (fuel supply amount will stay the same).
White Duramax did the right thing too.
A good (accurate) pressure gauge with the sensor mounted close to the cp3 will tell you quick if your supply is sufficient.
White Duramax did the right thing too.
A good (accurate) pressure gauge with the sensor mounted close to the cp3 will tell you quick if your supply is sufficient.
I will probably just end up running 2 airdogs.
White Duramax, I am assuming I would need to run all new line to each cp3, from each individual lift pump, and have a separate pickup for each lift pump? maybe sump both of them?
p.s. I have a tial bov from my sled that I never used, can I buy just the actuator from bd or who ever has one?
White Duramax, I am assuming I would need to run all new line to each cp3, from each individual lift pump, and have a separate pickup for each lift pump? maybe sump both of them?
p.s. I have a tial bov from my sled that I never used, can I buy just the actuator from bd or who ever has one?
I ran one off a sump and one from the stock pickup. I also used the stock feed line for one and then ran another 1/2" line to the other. I also put a line between the pumps. I never upgraded my return line but by what I've read I really need to.
Yes I tied in my return lines and my idea of hooking the lines together was to equal pressure and I thought if one pump was a little lazier then the other it would compensate.
super diesel
<<<< Under Pressure
All my returns run together, except if I was to run a regulator off of a higher pressure lift pump in which I do not do because there is a simpler way, and I've done it this way for over 7 years and 5+years with dual fuelers. Not saying 2 returns isn't necessary, just my experiences. It's probably more ideal to have 2. Also, I have been using the stock pick up and stock line to feed and compound both pumps over this time frame too. It is probably more ideal with an extra sump however. I kept it simple, but no simpler.
I will say this about flow and pressure though. Out of all the pumps I've tested over the years, one thing stands clear. If you have 2 different pumps delivering equal GPH of fuel, but one does it at free flow or low psi and the other does it at 45 or more psi, guess which one is superior. You have to balance this with pump life and at what pressure the pump delivers said GPH.
I will say this about flow and pressure though. Out of all the pumps I've tested over the years, one thing stands clear. If you have 2 different pumps delivering equal GPH of fuel, but one does it at free flow or low psi and the other does it at 45 or more psi, guess which one is superior. You have to balance this with pump life and at what pressure the pump delivers said GPH.
super diesel
<<<< Under Pressure
Mine are on a master toggle in the truck. This cuts them off all together. However I leave it on and let the pressure switches control when there active. I just don't like the noise (not obtrusive or noting) when sitting at a light. The pressure switches have a quick connect that I can hook up if I want them to run with the master switch for priming control or when it's WAY cold out side and the fuel needs a little help (like 10 deg or less and the motor is the same). That's just me though. Every one needs to find there own way to what works for them.