I am curious as to the fuel rate that the stock lift pump. How many PSI and how many GPH.
I am looking at a 18PSI 100GPH pump right now but not sure if it will be to much pressure on the injector pump or not. I read either here or Diesel Ram that to much head pressure can cause problems with the injection pump. Any one have ideas or any helpfullinput would be great.
Cheers all.

 

im looking into the f.a.s.s. either 95gph or 150gph, i think this is the best way to pump more fuel into the engine (i could be wrong though). I talked to a guy about the system today he told me the 95gph f.a.s.s. pumps three times as much as stock. hope this helps

 

It is the pressure capability that you should be worried about when your filter plugs up a bit and the fuel gets cold. None of the pumps are failing on GPM. Big GPM doesn't mean anything.

 

I have found a pump to which I think is very similar to the FASS system but at only half the price that includes filter system. Just need to find out about the actual requirements before I spend any money on it.
Cheers

 

OK.. I'll bite. I've told you about Walbro and Bosch pumps that should work well. What does the pump you are considering do that these pumps don't ? Do you have a pressure/flow curve for it ? Is it cooled by fuel or air ? Does it have pressure relief ?

 

I am considering getting a full FASS system myself. Are you saying that it is irrelevant whether I get a 95 or a 150? Is there any harm in getting the 150 instead of the 95? If I later decided to go all out on bombing wouldn't the 150 be "better"? Thanks for your insight.

 

First of all, the 95 and 150 GPM numbers are misleading. At what pressure does it deliver those flows ?

Secondly, not even the most wildly bombed engine needs a lift pump that flows more than 50-60 GPH.

600HP x 0.500 BSFC / 7lbs/gallon = 42 GPH

I'll also point out that the FASS pump motor is air cooled (verus cooled by fuel) and has a few issues with brush wear.

Its your money.

 

It's a Carter Rotary vane pump, built for miltary applications. The pump itself is rated at 18psi 100gph. This is continous. It actually looks similar to the outer casing on the Fass pump itself. I have had good luck with the aftermarket pumps from Carter on a number of applications.
One person mentioned that to much flow to the injector pump can cause a problem with to much head pressure and casue failure. I am trying to figure that out now. Hence why I have asked.
I figure the pump,prv and also a Racor 2mic filter set up will come in under $400Cdn. A far cry from the $800-900 for the Fass. Not knocking the Fass system but the price is a little steep.

My question remains. What is the actual pressure and Gph that is required for the injector pump to run properly? The proper PSI is needed along with the proper flow rate to provide these pumps with the correct amount of fuel.

Hopefully some one will know the actual requirements.

Cheers all

 

Read this. It talks about the myth that CP3s can be blown up by lift pumps. They can't.

https://www.dieseltruckresource.com/...ad.php?t=78702

325x 0.4 / 7 = 18.6 GPH + 30 % for safety/cooling = 24 GPH.

 

I think the pump needs to work harder to push through the fuel filter than it does to feed the engine. People should measure their fuel pressure at the CP3 inlet (after the filter) but I don't think most do?!?!

Andy

 

First off, I want to thank Superduty for all his insight.

I am intersted in this post and Superduty's original post about his walboro pump mod. I am only having 1 major issue about going ahead and doing this. Warranty? That is my only problem. While the system is definitly better with Superduty's alteration...what do we do if we need a warranty repair on either the CP3 unit, injectors or something between the injectors, CP3 and the tank. I am tempted to wait until my lift pump caves before doing the alteration...but from what Superduty has stated that will have already caused irrepairable damage. I don't want to do the alteration and then have a problem and have a Dodge dealer say, "Sorry you've altered the system and we can't warranty it now." So that is my predicament. Does anyone have any suggestions that could work or at least ease my mind about doing the alteration?

 

Have superduty help you pay to fight DC in court, after all he's the one that has been going around saying DC can not void your warranty for fixing a problem that already exits.

 

Superduty,
I hope you have the ***** and money to help these people out when DC voids their warranty. Your the one that claims DC can not void their warranty.

 

Superduty ,
I for one would like to thank you for all the help on this obvious problem . You have come up with a low cost solution to our problem and I for one appreciate it . Any pump that can not pump diesel with out a high failure rate should never have been put on these trucks to begin with . I still think we need to address the poor filtration system also but even with doing that I should be well under the cost of a F.A.S.S. system with a much more reliable setup . Thank's again for a great solution , what I don't understand is why all the negative feed back .

 

Superduty,

I also thank you as you solution is a great one...with the exception of those worried about warranty issues. If it was not for this stupid warranty issue I would be doing your alteration as we speak.

I am just trying to find a way that I may be able to do it and be able to remove it (easily) if I need to take it in for warranty. I guess I could buy extra banjo fittings that aren't drilled and tapped for the fittings and swap them out if it needed to go in. The pump isn't quite as much of an issue except for the wiring which I am not as worried about with voiding any warranty. I am worried though about the extra fittings and whether or not DC would look at it and say the dreaded no warranty due to mod if an injector or CP3 unit crapped out. Does anyone one have any imput as to ways to get around this easily. Would carrying the extra banjo bolts be the best idea and swapp them out if needed?