The ATS Twin CP3 Kit for the Duramax and Dodge Ram Common Rail keeps the fuel moving to your injectors, even under extreme load. With the advancement of tuning these trucks, it is easy to lose sight of the optimal conditions for the trucks performance. The difference in the ATS kit is the fact that we use a true twin feed line, instead of splicing into the factory line like the competitors kits. The twin feed line uses two separate high-pressure fuel lines (one for each CP3 pump). On the Duramax, this essentially utilizes one CP3 per fuel rail, while on the Cummins; it adds the second line to the back of the fuel rail. The advantage of this is while any CP3 kit will raise fuel pressure; only the ATS kit can supply the increased commanded volume to keep up. Bigger injectors, longer injector pulsewidths, and bigger tunes all contribute to the necessity for higher volumes of fuel. Without the volume, injectors simply cannot operate properly or as efficiently to get every last bit of power available. With the true twin feed line used with the ATS kit, the whole system is equalized giving each injector more consistent pressure. When these two aspects work in tandem, the result is more efficient atomization of the fuel, which translates into more power, lower EGTs, and improved throttle response throughout the powerband.
The issue that high power common rail engines encounter is that when the need for higher volumes of fuel is commanded and only one CP3 or even a modified CP3 is used, the fuel rail starves for fuel, which in turn starves the injectors. If you can imagine that you had a bottle full of gasoline and lit it on fire, it would have big flames and burn for a very long time. Now if you had that same bottle, except this time it was only full of gasoline vapor, and you light that, it is going to cause a very violent explosion. This is exactly what is happening when you loose pressure to the fuel rail. You get poor atomization and thicker balls of fuel, which take longer to burn. Pressure is what gives you good fuel atomization and finite injector spray patters, and volume is what can keep that going for extended periods. To describe the volume situation, say that you were trying to fill up bucket full of water. You have a single garden hose filling the bucket and in order to try and speed things up you splice in another garden hose from another faucet (This is what competitor CP3 kits do). You still are only going to be able to flow the volume of the initial garden hose, but the pressure is in fact higher. Now if you take both hoses separately, you are going fill the bucket twice as fast, and stay at the original pressure, which the hose operates at efficiently.
The main misconception with adding a CP3 pump is that as long as you have commanded rail pressure that you are keeping up with the necessary fuel demands. This is the same thing that can be seen with modified pumps. While they do flow higher rates than stock pumps, they simply do not have the supporting modifications to the fuel system to give the motor the fuel that it REALLY needs. These higher pressures are cause for leaks and cracks in the fuel system and injectors, leaving with a broken truck and a big dent in your wallet.