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Message: [QUOTE="CurtisF, post: 1322095, member: 829"] I've also ran duals, and my experience differed from yours. Having said that... there is a bit of validity to what you are saying. But there's a reason behind it, and it's not what you think. After the whole extreme ICP thing, I went back to having normal peak ICP pressures while still running the dual pumps. I also ran a permanent HPOP gauge on the pillar for live monitoring of ICP. At this time I was also doing my own tuning, so I could see directly the ICP tables, duty cycle, etc that the tuning was calling for and adjust as such. What I noticed when I swapped back to a stock single is that oil pressure builds so quickly that it's very difficult to discern a difference between the two setups. The stock pump could peg 3,000 psi just as quickly as the duals could. We're talking less than a second here, so if the duals could do it quicker, it would be by the smallest of margins.... fractions of seconds. However...... Something else I noticed with the tuning aspect is that dual pumps are sensitive to duty cycle changes. That portion of the tuning had to be tweaked in order to prevent having a "jumpy" pedal. What I found is that if the duty cycle wasn't quite matched up to the dual pumps, any slight push on the pedal made ICP quickly jump up rather than ramp up smoothly and linear with the pedal. In many cases, that felt like the truck was quicker and had more instant power on tap. The reality was the PCM was fighting itself to try and keep ICP where the tuning was calling, but duty cycle wanted to be somewhere else. That feeling of quicker and instant power actually became a pain in the a$$ on bumpy roads or when trying to 4wheel out in the mountains because the pedal felt too sensitive thanks to spiking ICP with just slight pedal movements. That little experiment came with trial-and-error tuning. Once I figured out how to knock the duty cycle down, the dual pump setup literally felt like a stock single, and the jumpy pedal went away. [/QUOTE]