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This is an interesting chart from the S&S website.
it shows the stock CP4 fuel delivery starts to suffer between 2k and 4K.
my theory for this is that in a stock pump fuel has to pass thru the case which houses the cam and pistons that comprise the pump first before that same fuel pass on to the injectors. There is probably a lot of turbulence going on as a result of the piston oscillation.
in a cp4 with a DPK, this does not occur since the fuel to the cam take a separate path from the fuel that feeds the fuel delivery side of the cp4 pump. No turbulence due to cam and pump oscillation.
note the stock curve (red) vs the curve involving the DPK (blue).
this explains why some folks report better 6.7 performance with a DPK.
I don't see that much of a difference in performance on the chart. I have way more towing power then I need. When you mess with a sub system you introduce risk and will you ever benefit from the upgrade?
I installed the DPK because I wanted to protect the rest of the fuel system downstream of the CP4, which I would imagine is the same reason everyone else installs one too. It looks like better flow at higher RPM's is just a side effect of the DPK, which I don't see as a bad thing in anyway.
I installed the DPK because I wanted to protect the rest of the fuel system downstream of the CP4, which I would imagine is the same reason everyone else installs one too. It looks like better flow at higher RPM's is just a side effect of the DPK, which I don't see as a bad thing in anyway.
I installed the DPK because I wanted to protect the rest of the fuel system downstream of the CP4, which I would imagine is the same reason everyone else installs one too. It looks like better flow at higher RPM's is just a side effect of the DPK, which I don't see as a bad thing in anyway.
