Choose your part number from the drop down menu above and to the right.
Stock to Moderate:
FASS 95/95-2011 - 2005-2007 Ford F250 and F350 6.0L Powerstroke 95 gph FASS system with 95 series filters (smaller filters)
FASS 150/95-2011 - 2005-2007 Ford F250 and F350 6.0L Powerstroke 95 gph FASS system with 150 series filters (larger filters)
FASS 95/95-2012 - 1999-2004 Ford F250 and F350 7.3L Powerstroke 95 gph FASS system with 95 series filters (smaller filters)
FASS 150/95-2012 - 1999-2004 Ford F250 and F350 7.3L Powerstroke 95 gph FASS system with 150 series filters (larger filters)
Moderate to Extreme:
FASS 95/150-2011 - 2005-2007 Ford F250 and F350 6.0L Powerstroke 150 gph FASS system with 95 series filters (smaller filters)
FASS 150/150-2011 - 2005-2007 Ford F250 and F350 6.0L Powerstroke 150 gph FASS system with 150 series filters (larger filters)
FASS 95/150-2012 - 1999-2004 Ford F250 and F350 7.3L Powerstroke 150 gph FASS system with 95 series filters (smaller filters)
FASS 150/150-2012 - 1999-2004 Ford F250 and F350 7.3L Powerstroke 150 gph FASS system with 150 series filters (larger filters)
High Pressure Stock to Moderate (These systems provide 50 psi to your fuel system):
FASS 95/90-2013@50psi - 2005-2007 Ford F250 and F350 6.0L Powerstroke 90 gph FASS system with 95 series filters (smaller filters)
FASS 150/90-2013@50psi - 2005-2007 Ford F250 and F350 6.0L Powerstroke 90 gph FASS system with 150 series filters (larger filters)
Super Extreme (These systems provide 50 psi to your fuel system):
FASS 95/180-2013@50psi - 2005-2007 Ford F250 and F350 6.0L Powerstroke 180 gph FASS system with 95 series filters (smaller filters)
FASS 150/180-2013@50psi - 2005-2007 Ford F250 and F350 6.0L Powerstroke 180 gph FASS system with 150 series filters (larger filters)
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. 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 Conditions The 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 Conditions In 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!