I have a low fuel presure light I got from BD Power. Light set to come on when fuel pressure drops below 5 psi. When I first got the light installed, it was on all the time. Checked fuel pressure - it was 2-4 psi (should be around 8-10 psi). Time for a new lift pump. My truck was and is still under warranty, so Dodge put a new LP on. They installed the upgraded kit where the new LP goes in the tank. The old one was on the side of the engine, and the theory goes that the engine heat and vibration shorten the LPs life. So, new one is relocated, and installed in the tank where it is kept cooler, and no longer gets vibrated by the "paint shaker" Cummins. My low fuel pressure warning light would only come on now when I got into the throttle and climbed above 2000 RPM, and would go out as soon as I let off. It would also "flicker" when towing on steep grades where more power was needed.
I started doing some research into a cure. Boy did I learn something!!
1) I learned that when Dodge installs the LP relocation kit, they substitute a "dummy" aluminium block where the old LP used to live on the side of the engine block. Seems like an OK solution, until you learn more, it leaves two unnecessary banjo bolts in the system - read on. Here's a pics of the block I am talking about.
2) I learned that these "banjo bolts" they use to plumb the fuel system are amazingly (to me anyway) restrictive. Here is a picture of the magnifying glass shaped portion of the banjo bolt, with the tiny hole that all the fuel must flow through to feed the engine visible. It is next to the line used in the scotty kit. Can you imagine, towing all that weight - 15,500# for me (~7000# truck + ~8500# TT) and every drop of fuel used has to flow through that little hole that looks to be what, 3/16"?
3) Next picture is of the fittings/plumbing used in the scotty kit. Looks like a garden hose in comparison.
4) Here's a picture of the banjo bolt assembled, and one of the banjo bolt itself next to the scotty fitting.
There are a total of at least 5 of these banjo bolt connections on a stock Cummins. One on the inlet side of the LP, one on the exit side of the LP, one on the inlet side of the fuel filter, one on the exit, and one on the inlet side of the injection pump.
With this new scotty fuel line system installed, my low fuel pressure light comes on only when I hit the key to the ON position. As soon as the engine fires, light goes out. It also doesn't come on when I get in the throttle, or when I am towing. This is with the same LP I had before.
If you have a 1998.5 to 2002 24V Cummins, somthing like this may be something you want to look into.
Just so this doesn't sound like an endorsement of scotty, a company called Vulcan makes a similar kit. I mention scotty's as that is the one I went with.
NOTE: SCOTTY HAS GONE OUT OF BUSINESS. YOUR ONLY CHOICE NOW FOR A SIMILAR KIT IS VULCAN PERFORMANCE.COM.
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2010 Cougar 322QBS 5er
2007 Dodge 3500 SRW Megacab, 4x4, 5.9L Cummins, 3.73, 48RE auto NEW PICS 2010 Prev TVs: 2002 Dodge 2500, 4x4, 5.9L Cummins, 3.55, 47RE auto
2001 Dodge 2500, 4x4, 360 gasser, 4.10, 46RE auto
Pic of my 2010 Lippert RV frame below
On my 02 24 valve I had done quit a bit of research before purchasing. I learned from the Cummins tech phone line that their test results showed significant fuel restrictions on the Dodge designed fuel system. Also the electric fuel pump is showing signs of frequent failures due to location.
After buying my 24 valve ctd, I had a fuel pressure gauge installed. At idle, still having the stock fuel system, it would read 12.5 psi. On acceleration it would go down as far as 6.5-7psi. Now I could at least get a good warning if the pump was about to fail.
About one week later I had Vulcan manufacturing install their fuel line kit, and move the fuel lift pump off the engine block and onto the frame near the tank. Now it was pushing fuel as designed, not sucking fuel as before.
Eric at Vulcan Manufacturing says, "take it out for a spin, tell me how it does, but, get on it"
When I got on it, I could not believe my eyes. Not only was the fuel pressure higher at idle, 15.5psi, but at w.o.t. the pressure didn't hardly move lower at all. Maybe a half a psi, if at all.
It was great seeing all the better fuel fittings Eric had designed. He even showed me Dodges latest solution for the fuel lift pump problem. You know the one they install in the tank? What a joke looking pump because of it's small size, and so called new location as a solution. What will happen out in the middle of a desert and that lift pump starts to fail? Eric relocated my pump where I can change it out in about ten minutes. Also I carry an extra stock pump in the tool box. They are only about 59 dollars and readily available at just about every auto parts stores.
Anyhow, I hope all you 24 valve ctd owners take heed to this before your long trip this season.
BTW, after seeing the results, before any long trip, I'd drive alot longer to see Eric at Vulcan Manufacturing in Vancouver Washington.
Peace and Good will to all,
don't forget country roads,
try travel em' all.
ib516,I put the Fass fuel system (150gph) on my 2004 after I installed a HP box.I had the fuel pressure checked at the banjo bolt and was getting around 6-8 psi at idle and pulled almost to 0 psi with a little throttle.I now get around 16-18 psi at Idle and 14-15 psi with my bullyydog downloader set in the 90hp setting and WOT, according to my autometer fuel pressure gauge.Good information and pics,thanks.coobie
2004 Dodge 2500 cummins turbo diesel 305/555 motor,auto tranny & 3.73 gears.Bullydog power pup with outlook monitor & afe stage 2 air intake and Fass fuel system.
I put the Air Dog Fuel Preporator on my 03 Dodge CTD. Fuel pressure would stay between 15-20 psi. It never dropped below 15 psi even under full throttle.
The Air Dog bolts to the frame near the fuel tank, has two filters, and a larger fuel pump. Factory-installed lift pump is completely bypassed.
Cummins had been telling DC for years that the lift pump needed to be removed from the side of the engine and placed in or near the fuel tank. DC balked in order to keep design costs down. Finally, after replacing many lift pumps under warranty, DC got the message and relocated the pump on later models.
Note to DC: When the experts who build the engine tell you how to increase longevity of peripheral components it would be wise to listen.
Hi folks. I own such a truck and am having a problem finding these products you speak of. The scotty systems link doesn't seem to work and I can't find Vulcan Manufacturing. Could you let me know what I am doing wrong or where I could find these products Thx. Eric
Eric, Chris, Layla, Levi, and Bear.
CODE NAME: High Impact. Go big or go home!
Let's just say you'll know when we're around.
5'ers called "The Tundra Crusher"
(mostly because of driving skills or lack there of)
Shaggy in Monument wrote: Hi folks. I own such a truck and am having a problem finding these products you speak of. The scotty systems link doesn't seem to work and I can't find Vulcan Manufacturing. Could you let me know what I am doing wrong or where I could find these products Thx. Eric
Check out these web-sites www.dieseltruckresourse.com and turbodieselregister.Go to there links section,look for after market performance parts.coobie
Shaggy in Monument wrote: Hi folks. I own such a truck and am having a problem finding these products you speak of. The scotty systems link doesn't seem to work and I can't find Vulcan Manufacturing. Could you let me know what I am doing wrong or where I could find these products Thx. Eric
It didn't work because I spelled it wrong. I fixed the initial post, but you can click here -->Scotty Systems
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