Not sure either, but that seems like a Good idea. With the delete of the canister there is no filter, so why not take the filter out. To me it will store more fuel and the return back to the pupm will have less restriction. Less restriction more fuel better recovery? I will remove it today. I will drain the canister, remove the filter and go from there.

 

I installed a gdp fuel filter canister delete and didn't notice any difference, but there is a lot more room in there.
Joe

 

Any resevoir in line with fixed similar inlet and outlet sizes WILL not do anything to improve flow...only hamper due to the friction losses associated with velocity changes.

 

Personally I wouldn't remove the filter. For 1 reason, neither the AD or FASS meet the f/w separation requirements that Dodge has put out. Unless you add another f/w separation somewhere...

Dodge specs 95% water removal on CR's... http://dodgeram.info/tsb/2006/14-007-06.htm

The FS19768 used for f/w sep by FASS and AD is rated for 50% free water removal and 0% emulsified water removal... And its also only rated at 19.82 GPH.

The FF5613 used by AD for 3 micron filtration is actually a 5 micron absolute filter, and 94% at 2 microns, and is rated at 59.97 GPH.

So you can get the same filtration and better f/w separation by simply using a PF7977 in the OE canister... You just don't have the flow...

The OE filters are also rated at 59.97 GPH, so if you have the proper high flow fittings in the OE filter bowl there should be no additional restriction as the OE filter is rated for the same flow as the fuel filter on the FASS/AD.

And the thread pitch/ gasket size of the f/w filter are not common... I have yet to find a replacement.

 

Wow, good information!

 

Um yes...now we are talking...

No wonder I am having trouble pushing 150 g/hr through an OEM filter...or even my Fleetgaurd. I need to look up its specs.

I do feel that 1/2" inlet outlet port size is a good thing when compared to 1/8" OEM ports...lol.

 

Yes great info. . . I knew I left mine in place for a reason, did not know why until now

 

Good reasons for most to keep the OEM filter assembly intact - but I wouldn't be so quick to throw the lack of emulsified water removal under the proverbial diesel bus... some proven efficiency (& performance) advantages with it, although injector tip longevity may be compromised.

IMO, air removal trumps water removal, so it was a no-brainer to install an appropriate aftermarket lift pump - and I had to bin the OEM filter housing in order to package our intake manifold.

 

Based on what Bosch/Dodge recommend and implement on the engine they seem to be more worried about water removal than air removal...

Now if the Raptor and HPFP only did air removal as well.

 

Fleetguard makes tons of standalone water seperator/filter/heater combos...

Fou nd one that flows 180 gallons an hour!

 

So if I keep the canister and filter, is there an option as to the flow ratings? Or do I just go to the auto parts store and ask for a replacement and not worry about flow? Or do I have a choise

 

The only filters I know for sure that meet the specs are OEM or Baldwin.

 

Why is that?

I would think it's the other way around. Air won't damage your CP3 and injectors, water will.

 

So do tell which one!!

 

Cavitation...

Lower BTU content in aerated fuel.