using two can theoretic make enough fuel to 2000+ hp if the engine architecture allowed . I see the current problem is that most people are trying to run the combustion process in a CR like a P pump motor.
That is huge amounts of fuel, huge injectors, and multiple pumps to maintain the pressure needs to flow these injectors.
I believe that if you flood the combustion process with excess fuel, you absorb heat in the critical first few degrees ATDC. this and late cycle fuel, combined with fuel not oxidized, due to poor injection design; only add inefficient combustion when the piston has proceeded to a point when the combustion chamber is expanding so rapidly that it’s not contributing.
Curtis thoughts on the duel pumps were not so much huge amounts of fuel, but reliable fuel supply in a proper amount. The pumps are driven slower then stock, this allows the each pump to supply fuel with less stress and more reliability.
If you notice the Type D only has one pump and its public advertised output is 1250 hp. I have seen this on Project X diesel for the last three years, one Industrial injection stage II pump has maintained 27,000 + rail pressure at 940 + hp .
I believe in data acquisition, and installed an extensive system on X , its tells a different story then what the normal diesel gurus told me would happen. I beleive in running small efficient injectors and max out rail pressure, then manipulate fuel delivery thru pulse width.
Well enough on my pet peavey, fuel requirements of a CR diesel. The primary reason for the duel pumps is more that Curtis builds offshore Marine racing Duramax engines and these engines have to live for hours of full power (900+ hp) throttle manipulation. And if one pump will deliver 75 % of fuel requirements stock then 2 should deliver 150% hence at 75% speed you have just enough, and less load on the pump.
