When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
So I’ve been trying to decide if these fuel system disaster prevention kits are worth it or not. I understand the theory but I’ve searched the inter webs and I can’t seem to find one person that claims the kit actually saved there injectors. I can find people that say they had the bypass kit installed and they still spent $8000-$10000 on a complete fuel system. So has this kit actually saved anybody’s injectors? If so please respond I’d like to hear about it. Otherwise I think I’m going to have to call bull**** on them. Thanks!
So I’ve been trying to decide if these fuel system disaster prevention kits are worth it or not. I understand the theory but I’ve searched the inter webs and I can’t seem to find one person that claims the kit actually saved there injectors. I can find people that say they had the bypass kit installed and they still spent $8000-$10000 on a complete fuel system. So has this kit actually saved anybody’s injectors? If so please respond I’d like to hear about it. Otherwise I think I’m going to have to call bull**** on them. Thanks!
you are correct.
even with these systems installed, you can have damaged injectors
the reason is two fold
on the most common by pass kit design....once you get metal debris, the exit path to the tank can get clogged...the back pressure from contracting pump plungers can push the metal debris back up to the point where the fuel is divided...and that will allow full access to the path to the injectors.
secondly...in a non clog senerio...the debris that does go out the pump exit path back to the tank....comes back to the pump and injectors because the best effort filtration is 5 microns and the injector nozzle holes are .4 microns
the fix to this problem is a redesign of the pump to prevent the roller bearing from spinning off axis. this has not been invented yet.
so you are correct in your findings that folks with these bypass kits are still having injector failures due to roller bearing failure.
even with these systems installed, you can have damaged injectors
the reason is two fold
on the most common by pass kit design....once you get metal debris, the exit path to the tank can get clogged...the back pressure from contracting pump plungers can push the metal debris back up to the point where the fuel is divided...and that will allow full access to the path to the injectors.
secondly...in a non clog senerio...the debris that does go out the pump exit path back to the tank....comes back to the pump and injectors because the best effort filtration is 5 microns and the injector nozzle holes are .4 microns
the fix to this problem is a redesign of the pump to prevent the roller bearing from spinning off axis. this has not been invented yet.
so you are correct in your findings that folks with these bypass kits are still having injector failures due to roller bearing failure.
Thanks for the feedback. It’s too bad really because it would be nice to have that insurance
Isn't the SPE kit the only one to address some of these issues?
the SPE
a. Uses a manifold and a new long fuel feed tube. This results in a longer path that would need to back up with debris before it can meet the injector fuel delivery path.
b. The 20 micron screen in the fuel return path. Not a real benifet since the under chasis filter micron rating is 20 microns and the engine bay filter rating is 5 microns.
c. You could do a bypass kit and add a Cat engine bay fuel filter...that would filter to 2 microns.
d. If you go with SPE, you might want to get the energy metering valve upgrade which will give you 25 micron filtering between the DOK and the injectors.....you would need this for the SPE becuase they use Teflon tape on 3 fittings and Teflon particle will wind up in the main fuel delivery path. Since the particle are Teflon, the injectors might just chew them up, but I have seen nozzle on pressure washer wands that use Teflon tape on the fittings get clogged with Teflon particles and the fix was to try to unclog with a fine needle. You won’t be able to do that with injector nozzles.
we need a better thread sealing solution than Teflon tape. I think spe is the only DPK company using tape on fitting threads.
400 for SPE, 300 for energy metering valve, 200 for cat 2 micron filter (you can use the H&S filter and just change the element to the cat one) .
900 bucks and you would be protected down to 2 microns.
They all look similar. I would have no problem using the Permatex stuff. Probably the high performance stuff.
Loctite 545:
High lubricity thread sealant for locking and sealing metal pipes and small fittings with fine threads.
LOCTITE® 545 is a pipe thread sealant designed for locking and sealing of metal pipes and fittings. It is specially formulated to offer high lubricity for easy assembly and removal. Recommended for fine threaded fittings as used in hydraulic and pneumatic installations and small fittings in general. Suitable for fittings up to 50 mm in diameter including pneumatic and hydraulic fittings.
Excellent solvent resistance
ABSSM approved
CFIA approved
Contains no fillers or particles that could contaminate system fluids, foul valves, or clog fine filters and screens
Technical Information
Chemical Basis / Base Dimethacrylate Ester Color Purple Key Characteristics Solvent Resistant, Temperature: High Temperature Physical Form Liquid Pressure Resistance 10000 psi Temperature -65 - 300 °F Viscosity 14500 mPa.s (cP) Brookfield Viscosity (#7sp/20/rpm) 14500 mPa.s (cP) Brookfield Viscosity Temperature 77 °F
Pipefitter here,
The Rectorseal True Blue and the Gasoila both get hard after you install them and make taking apart in the future hard. They may actually tear the threads. The True Blue is more for AC services.
I always used red Gasoila for gasoline and hydraulics. The dope you use should be labeled for diesel. If it doesn’t say “safe for diesel on the label” i would never use it. The fuel may dissolve the dope and cause a leak. Pipe dope is a lubricant. You don’t want a sealant except for some specific applications.
Pipefitter here,
The Rectorseal True Blue and the Gasoila both get hard after you install them and make taking apart in the future hard. They may actually tear the threads. The True Blue is more for AC services.
I always used red Gasoila for gasoline and hydraulics. The dope you use should be labeled for diesel. If it doesn’t say “safe for diesel on the label” i would never use it. The fuel may dissolve the dope and cause a leak. Pipe dope is a lubricant. You don’t want a sealant except for some specific applications.
Thanks for the tip. I had no idea. Welcome to FTE.
This Hennessey Takes the Expedition Tremor's Off-Roading Capability to the Next Level
Slideshow: The VelociRaptor Expedition gains a lift, upgraded suspension, Brembo brakes, and trail-ready equipment while retaining the stock 440-horsepower EcoBoost V6.
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
