Choose your FASS system from the drop down menu of part numbers above and to the right. The systems below have the smaller filters (95 series) that have to be changed more frequently, but are about $10 less expensive to replace. The smaller filters are in the thumbnail above. FASS 95/95-1009 - 1994 to 1998 Dodge Cummins stock to moderate 95 gph fuel system FASS 95/150-1009 - 1994 to 1998 Dodge Cummins moderate to extreme 150 gph fuel system FASS 95/95-1008 - 1998.5 to 2004 Dodge Cummins stock to moderate 95 gph fuel system FASS 95/150-1008 - 1998.5 to 2004 Dodge Cummins moderate to extreme 150 gph fuel system FASS 95/95-1007 - 2005 to 2007 Dodge Cummins stock to moderate 95 gph fuel system FASS 95/150-1007 - 2005 to 2007 Dodge Cummins moderate to extreme 150 gph fuel system The systems below have the larger filters (150 series) that don't need to be changed as often, but are about $10 more expensive to replace. The larger filters are the main pic above. FASS 150/95-1009 - 1994 to 1998 Dodge Cummins stock to moderate 95 gph fuel system FASS 150/150-1009 - 1994 to 1998 Dodge Cummins moderate to extreme 150 gph fuel system FASS 150/95-1008 - 1998.5 to 2004 Dodge Cummins stock to moderate 95 gph fuel system FASS 150/150-1008 - 1998.5 to 2004 Dodge Cummins moderate to extreme 150 gph fuel system FASS 150/95-1007 - 2005 to 2007 Dodge Cummins stock to moderate 95 gph fuel system FASS 150/150-1007 - 2005 to 2007 Dodge Cummins moderate to extreme 150 gph fuel system If you're running really high horsepower or a modified CP3 and want even more flow and PSI, we can also get the Super Extreme & Modified CP3 FASS systems for you. Just send me an email and I'll get you pricing on it. These systems can flow up to 200 gph and 45 psi! The fuel in your tank is constantly being sloshed around and aerated. Statistics from Caterpillar show that diesel fuel can contain as much as 10% air. When filling your tank, you see the results of just a small stream of fuel into your tank - foam. Along with all the sloshing around, you have a return line pumping fuel into your tank the whole time the engine is running. There are a lot of opportunities for air to enter the fuel in our trucks. The manufacturer designs the engine parameters around fuel with minimal air in it. They test the engine with fuel flowing from a stationary tank gravity feeding the fuel pump. Not a real-world example of the fuel that gets to our engine. Air in the fuel can lead to reduced mileage, reduced power, higher engine noise levels, slow starting, increased black smoke, and rough idle. Here's another common problem: If you have a Dodge truck, you're familiar with lift pump failures - especially in the second generation 24V trucks (98.5-02). The lift pump on these trucks can slowly fail and then without warning, your high pressure pump will be damaged and quit on you. Without a fuel pressure gauge, you would never know that your lift pump wasn't providing your high pressure pump with enough lubricating fuel. You can replace the lift pump with another stock DC part which may fail even sooner than the original.Diesel Performance Parts has the answer to both of these problems. The FASS (Fuel Air Separation System) removes the air from the fuel and provides your engine with pure fuel. It pre-filters it before it reaches the engine fuel filter for longer filter life. The FASS also has a water separator that removes the water from the fuel. You are protected from air, dirt and water, and your engine and high pressure pump will last longer as a result. You'll have more power, a quieter running engine, better mileage, easier starts, reduced black smoke and smoother idle.The FASS is not some new invention either. It has been around for years in the mining, OTR trucking, off road heavy equipment, commercial boating, agriculture, and generator industries. These commercial applications require that their engines perform for long periods of time to reduce downtime and lost revenue. You should demand the same from your engine.The FASS pumps come in two different gph ratings. 95 gph, and 150 gph. 95 gph is good for stock to moderate horsepower levels, and 150 gph is good for extreme horsepower modifications. Here's what DPP has to say about their system: The FASS Fuel System was designed to give yesterday and today's diesel engine"Test Cell Performance" in "Real World Conditions." Test Cell ConditionsThe test cell is arranged to test the engines under ideal conditions relating to the diesel fuel delivery system. The test cell fuel tanks are stationary and located six (6) to ten (10) feet above the engine. This setup provides two things that do not exist in the real world. One, positive fuel pressure to the injection pump. Two, diesel fuel free from fuel vapor and entrained air. This is directly related to the stationary fuel tank. With no agitation there is virtually no entrained air in the fuel and with the fuel being at a positive pressure to the pump, no fuel vapor is being produced!!Real World ConditionsIn the real world, the fuel tanks are usually mounted at least two (2) feet below and ten (10) feet away from the fuel pump, This configuration creates multiple problems associated with the fuel delivery to the engine. First, the injection pump has to draw the fuel from the tank by creating a vacuum. When diesel fuel is drawn by a vacuum fuel vapor is produced. Second, while the vehicle is underway the fuel is sloshing around in the fuel tanks creating entrained air. This circumstance has created a situation far from the test cell conditions which results in air and vapor being mixed in with the fuel when it is delivered to the injector. By having entrained air and air vapor in the fuel the engine does not perform at the engine manufacturer's specification. Air and fuel vapor occupy the space that should have pure fuel, thus delaying the injection of fuel into the combustion chamber. This phenomenon is better known as "RETARDED TIMING." The air/vapor present in fuel is very inconsistent making it virtually impossible to adapt the varying degrees of changes in injection timing. The retarded injections cause a multitude of problems in the combustion chamber! Resources: Image(s): FASS 95
Choose your FASS system from the drop down menu of part numbers above and to the right.
The systems below have the smaller filters (95 series) that have to be changed more frequently, but are about $10 less expensive to replace. The smaller filters are in the thumbnail above.
The systems below have the larger filters (150 series) that don't need to be changed as often, but are about $10 more expensive to replace. The larger filters are the main pic above.
If you're running really high horsepower or a modified CP3 and want even more flow and PSI, we can also get the Super Extreme & Modified CP3 FASS systems for you. Just send me an email and I'll get you pricing on it. These systems can flow up to 200 gph and 45 psi!
The fuel in your tank is constantly being sloshed around and aerated. Statistics from Caterpillar show that diesel fuel can contain as much as 10% air. When filling your tank, you see the results of just a small stream of fuel into your tank - foam. Along with all the sloshing around, you have a return line pumping fuel into your tank the whole time the engine is running. There are a lot of opportunities for air to enter the fuel in our trucks. The manufacturer designs the engine parameters around fuel with minimal air in it. They test the engine with fuel flowing from a stationary tank gravity feeding the fuel pump. Not a real-world example of the fuel that gets to our engine. Air in the fuel can lead to reduced mileage, reduced power, higher engine noise levels, slow starting, increased black smoke, and rough idle. Here's another common problem: If you have a Dodge truck, you're familiar with lift pump failures - especially in the second generation 24V trucks (98.5-02). The lift pump on these trucks can slowly fail and then without warning, your high pressure pump will be damaged and quit on you. Without a fuel pressure gauge, you would never know that your lift pump wasn't providing your high pressure pump with enough lubricating fuel. You can replace the lift pump with another stock DC part which may fail even sooner than the original.Diesel Performance Parts has the answer to both of these problems. The FASS (Fuel Air Separation System) removes the air from the fuel and provides your engine with pure fuel. It pre-filters it before it reaches the engine fuel filter for longer filter life. The FASS also has a water separator that removes the water from the fuel. You are protected from air, dirt and water, and your engine and high pressure pump will last longer as a result. You'll have more power, a quieter running engine, better mileage, easier starts, reduced black smoke and smoother idle.The FASS is not some new invention either. It has been around for years in the mining, OTR trucking, off road heavy equipment, commercial boating, agriculture, and generator industries. These commercial applications require that their engines perform for long periods of time to reduce downtime and lost revenue. You should demand the same from your engine.The FASS pumps come in two different gph ratings. 95 gph, and 150 gph. 95 gph is good for stock to moderate horsepower levels, and 150 gph is good for extreme horsepower modifications.
Here's what DPP has to say about their system: The FASS Fuel System was designed to give yesterday and today's diesel engine"Test Cell Performance" in "Real World Conditions." Test Cell ConditionsThe test cell is arranged to test the engines under ideal conditions relating to the diesel fuel delivery system. The test cell fuel tanks are stationary and located six (6) to ten (10) feet above the engine. This setup provides two things that do not exist in the real world. One, positive fuel pressure to the injection pump. Two, diesel fuel free from fuel vapor and entrained air. This is directly related to the stationary fuel tank. With no agitation there is virtually no entrained air in the fuel and with the fuel being at a positive pressure to the pump, no fuel vapor is being produced!!Real World ConditionsIn the real world, the fuel tanks are usually mounted at least two (2) feet below and ten (10) feet away from the fuel pump, This configuration creates multiple problems associated with the fuel delivery to the engine. First, the injection pump has to draw the fuel from the tank by creating a vacuum. When diesel fuel is drawn by a vacuum fuel vapor is produced. Second, while the vehicle is underway the fuel is sloshing around in the fuel tanks creating entrained air. This circumstance has created a situation far from the test cell conditions which results in air and vapor being mixed in with the fuel when it is delivered to the injector. By having entrained air and air vapor in the fuel the engine does not perform at the engine manufacturer's specification. Air and fuel vapor occupy the space that should have pure fuel, thus delaying the injection of fuel into the combustion chamber. This phenomenon is better known as "RETARDED TIMING." The air/vapor present in fuel is very inconsistent making it virtually impossible to adapt the varying degrees of changes in injection timing. The retarded injections cause a multitude of problems in the combustion chamber!