Great vid series. So watching your monitor, by porting the one fitting you LOST 65HP and 112lb/ft of torque over stock, and doing both you LOST 46HP and 104lb/ft of torque over stock. That is not what I expected to see at all.
Thank you! I appreciate that! Overall, ya I see that. But you have to remember it's all on the road. So that will play a factor in the accelerometer on the monitor. Plus I'm not 100% how accurate the monitor is. I tried to get all of the controllable factors extinguished. It feels more responsive, however not really any faster. I wish I would have been able to do this on a dyno to be very accurate. I wonder if I would have gotten it retuned after each one, if that would have changed for the better?
Nice series you put together to explain the process. Here is a video with hard numbers from bench testing various fitting arrangements, it would seem that ported driver side and factory passenger side yields the highest rail pressure by these results. One of the things you will hear in the community is to drill the driver side to 1/8" and the passenger to 1/16", which makes some sort of common sense as driver side sees the fuel first and half of the fuel needs to get to the passenger rail. It is unfortunate that fleece did not test this known solution, but it will certainly be in the neighborhood of the dual ported fittings and only driver side ported arrangements. th-cam.com/video/3J7ZoQrKbzA/w-d-xo.html
It was a great video! I don't understand why the pressure was higher as the pump didn't change. Numbers don't lie though. I appreciate the video! I wish I would have seen it before I did this series. Would have given me more insight to go on. Thank you again.
@@xtrodinaryduramax8010 pressure at a point can change measurably due to the restrictions to flow or lack thereof at the end of the system, the tiny orifice in the factory fittings clearly causes a pressure drop from what the CP3 pump puts out vs the actual pressure in the driver side rail, by the fleece video. You can already vaguely see from just what I am saying here how having the 1/8 at the driver side allows high flow/pressure from the CP3 to keep the driver side rail adequately fed and pressurized by way of keeping a restriction on the passenger side rail. Restriction to flow is what allows pressure to build, the trick is finding the balance where you are flowing enough to the passenger side rail without sacrificing the overall pressure in the system. Again, the 1/16 on the passenger side could do this perfectly, hydraulics are usually pretty straightforward calculations because the fluids in question are typically incompressible. So you open up the passenger side to half of the 1/8, 1/16, to allow more flow but thats not so much that it sacrifices the overall flow or distribution of pressure in the system. If that makes sense.
Nice video! That’s what I want is the throttle response!!
Thank you! It such an easy mod to do too.
Great vid series. So watching your monitor, by porting the one fitting you LOST 65HP and 112lb/ft of torque over stock, and doing both you LOST 46HP and 104lb/ft of torque over stock. That is not what I expected to see at all.
Thank you! I appreciate that!
Overall, ya I see that. But you have to remember it's all on the road. So that will play a factor in the accelerometer on the monitor. Plus I'm not 100% how accurate the monitor is. I tried to get all of the controllable factors extinguished. It feels more responsive, however not really any faster. I wish I would have been able to do this on a dyno to be very accurate. I wonder if I would have gotten it retuned after each one, if that would have changed for the better?
Nice series you put together to explain the process. Here is a video with hard numbers from bench testing various fitting arrangements, it would seem that ported driver side and factory passenger side yields the highest rail pressure by these results. One of the things you will hear in the community is to drill the driver side to 1/8" and the passenger to 1/16", which makes some sort of common sense as driver side sees the fuel first and half of the fuel needs to get to the passenger rail. It is unfortunate that fleece did not test this known solution, but it will certainly be in the neighborhood of the dual ported fittings and only driver side ported arrangements.
th-cam.com/video/3J7ZoQrKbzA/w-d-xo.html
It was a great video! I don't understand why the pressure was higher as the pump didn't change. Numbers don't lie though. I appreciate the video! I wish I would have seen it before I did this series. Would have given me more insight to go on. Thank you again.
@@xtrodinaryduramax8010 pressure at a point can change measurably due to the restrictions to flow or lack thereof at the end of the system, the tiny orifice in the factory fittings clearly causes a pressure drop from what the CP3 pump puts out vs the actual pressure in the driver side rail, by the fleece video. You can already vaguely see from just what I am saying here how having the 1/8 at the driver side allows high flow/pressure from the CP3 to keep the driver side rail adequately fed and pressurized by way of keeping a restriction on the passenger side rail. Restriction to flow is what allows pressure to build, the trick is finding the balance where you are flowing enough to the passenger side rail without sacrificing the overall pressure in the system. Again, the 1/16 on the passenger side could do this perfectly, hydraulics are usually pretty straightforward calculations because the fluids in question are typically incompressible. So you open up the passenger side to half of the 1/8, 1/16, to allow more flow but thats not so much that it sacrifices the overall flow or distribution of pressure in the system. If that makes sense.