KLM Performance offers FREE SHIPPING on the P DO8 150G Platinum Series Pump Form FASS.

FASS continues to lead the way into the Evolution of the Fuel Air Separation System with the introduction of the New Platinum Series.

The Platinum Series Fuel Air Separation Systems from FASS have several new design innovations that continue to place FASS as the number one manufacturer of Fuel Air Separation Systems in the world.

Platinum Series pumps are much smaller in size then the HD Series, and Titanium Series Pumps. 

Platinum Series pumps have Less internal parts.

The Platinum Series Lower number of internal parts helps to increase both durability and reliability.

FASS Platinum Series pumps operate at lower noise levels than the HD Series, and Titanium Series Pumps.

Platinum Series Pumps allow FASS to offer a superior product in the lower price point of Fuel Delivery Systems.

The Platinum Series pumps smaller size offers easier installation in confined spaces.

The Platinum Series pumps have one Filter that now acts as a water separator, air separator and fuel filter.

The Platinum Series pumps single Filter design helps to lower the maintenance and operating costs.

The Platinum Series Pumps are the Quietest FASS systems made!

When installing the FASS P D08 150 we recommend the installation of the FASS STK-1001 to insure the maximum diesel fuel flow possible from your FASS Platinum Series pump.

Here is a list of the design features the P D08 150G Platinum Series Fuel Air Separation Systems offers:

• The P D08 150G is designed to work on the 1998.5 to 2004 Dodge trucks powered with the 5.9L Cummins motor.
• The P D08 150G flows fuel at the rate of 150 gallons per hour (GPH).
  
• The P D08 150G Platinum Series Fuel Pump is for Stock to Moderately powered 5.9L Cummins Turbo Diesels.
  
• The P D08 150G allows you to by pass the OEM pump and feed fuel directly to the Injection Pump.
  
• The P D08 150G runs quieter then any previously made Fuel Air Separation System. 
• The P D08 150G is backed by a LIFETIME WARRANTY upon completion of the warranty paperwork.
• KLM performance Inc. recommends the purchase of the FASS STK-1001 Fuel Pickup Tube Kit to minimize Fuel Flow Restriction at the tank.
  

 

KLM Performance has had great success with the FASS product line and we continue to inventory and support their now legendary products. When you purchase a FASS product, you can be certain that you are buying a Quality product. FASS products are MADE IN THE USA. FASS continues to foster the AMERICAN tradition of producing quality products that are machined, assembled and tested in the USA.

Want more power from your Cummins Turbo Diesel? - You need to get FASSED!

FASS Fuel Air Separator Systems Eliminate Power-Robbing Air from Diesel Fuel

FASS Systems:
FASS Fuel Air Separator Systems are now available in 4 different series, The new Platinum Series, a Titanium Series System – formerly known as the 95 Series, a Heavy Duty Series formerly known as the 150 Series Fuel System, and as a stand-alone Fuel Pump Series formerly know as the High Performance Fuel Pump (HPFP Series) without filtering and the Direct Dodge Replacement Pump. Each Platinum, Titanium or Heavy Duty configuration is also available in up to 8 different flow rates. These multiple flow rates are 80 GPH, 90 GPH, 95 GPH, 150 GPH, 180 GPH, 200 GPH, 220 GPH, 240 GPH and 260 GPH. Each particular flow rate is manufactured to meet a specific fuel delivery requirement for the correct horsepower specification.

All Series Kits are sold as complete kits:
All FASS Fuel Air Separator Systems and the High Performance Fuel Pump systems are complete kits. They come with the hoses, fittings, mounting hardware, instructions, warranty paperwork and an application specific wiring harness to do the job. Everything needed to complete the install should be included, except for the tools and wire ties.

The Damaging Effects of Air in Fuel

As we've researched the problems of air/vapor on engines, we have found many books and troubleshooting manuals concerned with the same problem. We've also discovered that some of the world's most well known leading manufacturers have service topics concerned with air/vapor and fuel delivery. You'll see that fuel supply woes and air/vapor are discussed heavily in relation to many problems. We've discovered the following companies diagnosing many problems and relating air/vapor to be a major culprit:

Huge corporations and schools from around the world recognize air/vapor in fuel as a problem. We've listed only some of the symptoms air/vapor has on engines to help you better understand how serious the affects can be. You will be able to see these topics discussed throughout our documentation. Other factors can create these same symptoms however; we do know that air/vapor will cause these symptoms:

• Low Horsepower
• Low Fuel Mileage/Poor Fuel Mileage
• Excessive Smoke
• Injector Failure
• Hard Start or Will Not Start
• Engine Surges at Low Idle
• Warm Engine Runs Rough or Misfires in Operating Range
• Rough Idle
• Engine Will Not Reach Rated Speed When Loaded

In 1990 Caterpillar® released a Special Instruction, 651-1250, stating: "Normally No. 2 Diesel Fuel contains about 10% airs in solution, although the air is not visible." Caterpillar also states: "When the amount of dissolved air exceeds 10%, fuel rate and power output are reduced." In slight contradiction to that statement, through our studies and feed back from customers, we've come to one of two conclusions; first, less than 10% dissolved air in fuel still affects the engines performance adversely and/or two, there is always at least 10% dissolved air in fuel. It may be a little of both.

January 2006, Caterpillar released another publication, SENR9620-02, discussing the damage caused by air/vapor in fuel to the EUI injectors. Note: These types of injectors are also found in the Ford Powerstroke Engines. The following are quotes from this publication: "If fuel supply pressure is too low, or if fuel flow is restricted due to plugged fuel filters, a vacuum bubble implodes and causes internal damage to the injector. The implosion actually blasts small amounts of material away over time and results in CAVITATION EROSION. This erosion can damage high-pressure sealing surfaces, causing excessive high-pressure fuel leakage during injection and significant loss of performance. The injector must then be replaced to restore performance." They go on to say, "Air bubbles in the supply fuel can contribute to injector tip failures. Tip failures may result in major mechanical damage to the piston and liner, turbocharger and cylinder head." "An air bubble in the tip provides no fluid damping allowing the check to impact the tip with up to 50% greater force." Air/vapor in fuel is very inconsistent. There are many variables to take into consideration, "fuel temperature, pressure on the fuel, specific gravity and the amount of aeration to which the fuel has been subjected," according to the Cummins service topic. While the vehicle is in motion we believe it would be easy to estimate there is more than 10% air/vapor in fuel.

The number 1 schools of hydraulics in the country, the Fluid Power Institute at MSOE (Milwaukee School of Engineering) estimates "approximately 75% of hydraulic system failures are a direct result of air".

In 1965 Cummins released a Service Topic, File No. 5-135, and discussed air/vapor in fuel in this document. This article came about to address complaints they were receiving about the fuel filters being only partially filled with fuel when removed. They explain how air/vapor form, which was the cause of the filter not being filled with fuel. Note: if the fuel supply is above the filter (the fuel line runs from above into the filter) this phenomenon will not be apparent, however the problem still exists. The following is a quote from the Cummins Service Topic 5-135: "The source of the vapor is the fuel itself. Like water, fuel contains a certain amount of dissolved air depending upon the fuel temperature, pressure on the fuel, specific gravity and the amount of aeration to which the fuel has been subjected. Reducing the pressure on the fuel or increasing the temperature of the fuel releases the air. The amount released depends upon the degree of fuel saturation with air and the magnitude of pressure reduction or temperature increase."

Keep in mind that there are many changes that one can do to enhance performance; pistons, cam, number of valves, position of injector, timing, etc. Of all of these changes there are 3 constant variables that directly affect the outcome; exhaust restriction, air supply/ condition, fuel supply/ condition. Cummins stated 4 variables related to the amount of air/vapor in fuel, we'll cover 3 of them:

• Pressure on the Fuel
• Fuel Temperature
• Aeration to which the fuel has been subjected

First, we'll discuss "pressure on the fuel". Considering that fuel is a liquid the same principals apply; place a liquid under a vacuum, the boiling point will be lowered, vapor will develop. Place the liquid under pressure; the boiling point will be raised. As a vehicle travels into higher elevation atmospheric pressure is reduced. Atmospheric pressure has a direct relationship to the vacuum necessary to draw the fuel to the supply pump or injection pump. The more atmospheric pressure applied to the fuel level, less vacuum is needed creating fewer vapors. Reducing the atmospheric pressure to the fuel level requires an increase in vacuum, producing more vapors. This is part of the reason why engine performance is lost in higher altitudes.

Second, we need to factor in the" fuel temperature". Cooler (thicker) fuel produces fewer vapors while warmer (thinner) fuel will produce more vapors. The cooler the fuel is the more viscous it will be, the warmer the fuel the thinner it will be. Remember as the sulfur is removed it has a thinning affect to the fuel, thus producing more vapor. To summarize this;

Recognizing the conditions of the test cell vs. real world application introduces a whole gamete of variables affecting the fuel supply/delivery to the engine.

In a manufacturers test cell, if you ever have the chance to go on a tour, you will recognize optimal engine conditions. Optimal engine conditions equal optimal engine performance. Optimal engine performance consists of optimal fuel supply. Manufacturers' tests vary slightly from one manufacturer to the other but are configured with these basics:

• Fuel tank is usually at least 10 feet above the engine
• Fuel tank is stationary
• Return fuel is returned to a separate tank

With the optimal fuel supply achieved, the fuel injection system can perform the job for which it was designed, keywords, optimal performance. That is to deliver virtually pure fuel to the injectors at the proper pressure; the injectors can then deliver the proper amount of fuel at the proper time into the cylinder for a more complete combustion. Understand fuel injection systems were designed to inject a predetermined amount of fuel at a predetermined time.

Give thought to the real world applications. As you might have noticed, we are unable to raise our fuel tanks higher than they are.

• Fuel tanks are usually below the engine and separated from the engine by 5 – 15 feet
• Vehicles are in motion
• Hot return fuel is routed into the fuel supply tank
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