Two’s Company

The Latest Dual CP3 Kit for ’07.5-16 Rams

For years, adding a second, belt-driven CP3 to Cummins and Duramax mills has been the most effective way to support larger injectors and (ultimately) big horsepower. Instead of relying on a larger displacement (“stroker”) pump for long-term use, many turn to dual CP3 systems, where the workload of supplying high pressure fuel to the rail is shared. These systems allow us to support four-digit horsepower reliably, even in daily driven applications. While the same basic theory applies to all dual CP3 setups (with each pump contributing roughly half of the required rail pressure), Fleece Performance Engineering has added its own touch to this time-tested common-rail upgrade.

The Fleece Performance Engineering 6.7L Cummins Dual Pump Kit comes with everything you need to add a second CP3 to your late-model Ram. Standard kits start at $999 (no pump), with an available Deluxe Kit option that includes the company’s fuel distribution block and hose and fitting kit for a $300 upcharge. And of course, customers have the option of ordering a kit with or without a CP3 pump—be it one of Fleece’s CP3K units for $1,050 or a PowerFlo 750 (10mm) for $1,785. The standard kit is shown here with a CP3K pump. While this kits works on ’13-16 Rams equipped with the 68RFE automatic or G56 manual transmission, it will not fit ’10-12 trucks with the 68RFE (only manual trucks) due to transmission line clearance.

Why No Dual CP3 Controller is Required To get around using a dedicated CP3 controller for the second pump, Fleece integrates it using EFI Live tuning software. The fuel pressure regulator’s (FCA) current table is scaled to match what’s required for two pumps to be run in parallel. According to Fleece, the driver in the ECM is rated to handle much more current than what two fuel pressure regulators being used in a parallel arrangement require, so setting things up for two FCAs isn’t a problem from an ECM reliability standpoint. Perhaps the biggest benefit to having the ECM control a dual pump system is that it eliminates a known weak link (the controllers are known to fail prematurely), lowers the overall cost, and simplifies the installation process.

1 Fleece Performance’s Jeff Merriman got started by disconnecting the battery cables, pulling the coolant overflow tank cap, and removing the top radiator hose. After that, all four mounting bracket bolts were removed from the fan shroud, a 47mm fan clutch wrench was employed to loosen the engine fan, and the fan and shroud were pulled as one whole assembly. Then the factory serpentine belt was removed.
2 Next up, the MAP sensor was unplugged, the cold side intercooler boot was removed, and the intake elbow was pulled. We’ll note that an aftermarket intake elbow is a requirement (for clearance purposes) with the Fleece dual pump kit, and a cast-aluminum, Mega-Flo unit from Glacier Diesel Power was already in use at the time of this install.
3 One of the final steps in gaining access to everything (namely the fuel rail) entailed disconnecting the bulkhead connector on the driver side cowl. Merriman stressed to us how careful installers should be during this process, as the last thing you want to do is break any electrical connectors.
4 Discarding the factory fuel filter assembly was next on Merriman’s to-do list. To remove it, he disconnected the fuel heater, fuel supply hose (via quick connect fitting), the quick connect fitting on the factory CP3, and removed the water in fuel (WIF) sensor. Then he removed the three bolts that secure the filter canister to its mounting bracket on the block and pulled the entire assembly. We’ll note that with Fleece’s Deluxe Kit (an added option when ordering the dual pump kit) the WIF sensor gets installed in the supplied fuel distribution block. In the standard dual pump kit (what we were installing), it was simply capped off using the supplied plug. As far as fuel supply, a 150gph Titanium Series FASS system was being employed on this particular truck.
5 In order to gain complete access to the fuel rail, the shipping bracket (eyelet) located at the rear driver side of the intake runner had to be removed (shown). Three 15mm bolts hold it in place. Merriman also mentioned that the number 5 highpressure injection line needed to be removed in order to gain access to the shipping bracket bolts.
6 With the shipping bracket and number 5 injection line out of the way, Merriman also unplugged the rear injector connector and gray connector on top of the valve cover (arrows). Then the rail pressure sensor connector was disconnected from the rail pressure sensor. After that, the rail pressure sensor was removed from the back of the fuel rail via a Snap-On FRP1215 wrench (although a 27mm deep-well socket will get the job done, too). At this time, Merriman made sure the number 5 injection line was free of any debris and reinstalled it.
7 Installation of Fleece’s dual pump kit calls for the relocation of the rail pressure sensor, and this fuel rail adapter fitting is supplied to do just that. After being hit with a light coating of fresh engine oil, the side shown was threaded into the fuel rail and the adapter fitting was torqued to 75 ft-lb.
8 In order to install the supplied fuel junction block and its respective mounting bracket, two 10mm fuel rail studs (arrows) are used to secure the mounting bracket. The bolt that secures the dipstick tube bracket to the top of the intake elbow was also removed at this time.
9 The dual CP3 mounting bracket is something that sets the Fleece dual pump kit apart from the competition. The bracket mounts to the engine’s front cover rather than to the cylinder head. This rules out the need to move the CP3 should the head need to come off of the block for whatever reason, be it for fire-rings, replacing the head gasket, or other repairs.
10 Three carriage bolts secure the dual CP3 mounting bracket to the front cover. An idler pulley, complete with the appropriate spacer and bolt, is supplied in Fleece’s dual pump kit. We’ll note that the idler pulley and spacer were installed on the bracket before it was bolted to the front cover.
11 Next, Merriman placed the CP3 onto the mounting bracket (with the feed port facing up). The three previously mentioned carriage bolts secure the pump to the bracket via nuts on the back side (firewall side) of the pump. Because Fleece offers its own line of CP3 pumps, one of the company’s CP3K units was employed in this build. While being a stock displacement pump, it is modified to provide full fuel flow past 3,000 rpm (vs. the factory pump that begins to fall off at 3,000 rpm).
12 The fuel junction block (bottom) mounts to its respective bracket (top) via the two 10mm fuel rail studs removed earlier on. The bracket’s mounting holes are slotted to provide forward and back adjustment (which is needed once the high-pressure lines and CP3 are installed). The junction block itself is used to relocate the rail pressure sensor from the back of the fuel rail, and it mounts to the bracket by way of two supplied M8 bolts
13 Custom bent, high-pressure fuel lines allow two pump feeds for the factory fuel rail. The rear line (top) links the junction block to the rear of the rail (specifically to the previously installed fuel rail adapter fitting), while the front line (bottom) spans from the second CP3 to the junction block. Both lines were cleaned with brake cleaner and hit with filtered compressed air prior to being installed to ensure they were cleared of any debris.
14 Once the rear high-pressure fuel line was installed, the rail pressure sensor wiring was routed over the top of it (to keep it free of any possible tension). From there, the rail pressure sensor was installed in the junction block before the junction block was bolted to its respective bracket. The rail pressure sensor was torqued to 75 ft-lb.
15 After that, the high-pressure line fittings were snugged up with a 19mm wrench. The fittings were ultimately torqued to 40 ftlb. Then the junction block’s mounting bolts were tightened.
16 With the feed and return port plugs removed from the CP3K, Merriman installed the supplied return fitting, 120-degree fitting, and -6 AN push lock fuel hose (which had to be cut to length). Then the supplied high-flow ½- inch CP3 feed fitting was installed (below and to the right of the return fitting), followed by the supplied fuel feed hose.
17 It’s important to note that the junction block and its mounting bracket are left loose throughout the installation of everything around it. This is done in case adjustments need to be made once all fuel lines and fittings are installed.
18 The last item between the CP3 and fuel rail to be tightened down was the junction block’s mounting bracket. The bolt hole slots, which are machined into the mounting bracket in case forward or backward movement is necessary, were put to good use at this time.
19 Moving on, Merriman set the supplied CP3 pulley on the pump’s shaft. The pulley’s mounting nut was momentarily left finger-tight, as the serpentine belt has to be installed in order to torque it to spec.
20 Obviously, with a second CP3 in the mix a longer serpentine belt is in store. Fleece supplies a heavy-duty belt in the correct length with each kit. Once Merriman installed the new belt, the CP3 pulley’s mounting nut was torqued to the recommend 75 ft-lb spec (using a 1-1/16- inch socket).
21 The CP3X2 harness is what allows the ECM to control both CP3s simultaneously (thereby eliminating the need for a dedicated controller). The female connector (bottom left) plugs into the factory fuel pressure regulator connector, while the male connector just above it plugs into the back of the stock CP3 pump’s fuel pressure regulator.
22 From there, the extension portion of the CP3X2 harness plugs into the top CP3 pump’s fuel pressure regulator (shown). Once it was installed, Merriman secured the wiring harness out of harm’s way via zip ties.
23 Once the Glacier Diesel Power intake elbow was finagled back into place between the cold side intercooler pipe and intake runner, it was bolted down. Following that, the billet bracket (also from Glacier) used to secure the engine oil dip stick tube to the valve cover was reinstalled.
24 It was now simply a matter of buttoning everything back up. The fan and shroud were reinstalled along with the supplied fan shroud bracket, the top radiator hose was installed, the battery cables were reconnected, and the truck was started up and checked over for fuel leaks. In this finished shot, notice that the top CP3 is positioned much lower (and further away from the head) compared to other dual pump kits on the market.

Just released for ’13 to ’16 Rams (yet also available for ’10-12 trucks and ’07.5-09 third-gens), the company’s 6.7L Cummins Dual Pump Kit offers two key improvements over competing systems on the market: 1) the pump gets mounted to the front cover of the engine rather than the cylinder head (easing head-related serviceability items in the future); and 2) no expensive (and failure- prone) CP3 controller is required to manage the second pump. Instead, the additional CP3 is tied into the factory pump via Fleece’s supplied wiring harness and controlled through EFI Live tuning. We were recently privy to system installation on a ’16 Ram 2500 equipped with 100 percent over injectors and compound turbos. Follow along for a full recap. DW




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