Dual Bypass Filter System

CaTTrax · **Posted:** Sun Oct 15, 2006 2:31 pm

Has anyone installed a DBFS from AMSOIL or any other Manf.?
If so do you have pics and P/N ?

marauderer · **Posted:** Sun Oct 15, 2006 5:11 pm

I was going to do the Amsoil but, there isn't enough room. I have already put another fuel filter and am in the process of doing a Provent mod. I figure I can scrounge up enough room to do the single bypass filter mount.
BMK 11

So you would retain the stock engine filter and just add the bypass

DocB · **Posted:** Mon Oct 16, 2006 12:50 am

marauderer, Where do you plan on locating (mounting)the filter?
and
not to get off the subject, but what kind of 3" exhaust do you have,
where did you get it, and do you like it???
Thanks, in advance.
Bruno.....

JJsTJ · **Posted:** Mon Oct 16, 2006 7:39 am

Looking forward to seeing this completed.

marauderer · **Posted:** Mon Oct 16, 2006 8:01 am

DocB wrote:

marauderer, Where do you plan on locating (mounting)the filter?
and
not to get off the subject, but what kind of 3" exhaust do you have,
where did you get it, and do you like it???
Thanks, in advance.
Bruno.....

DocB, After I get my new air filter mounted and get rid of the stock airbox I figure there will be enough room over in that area. If you are retaining the stock air box and are not adding an additional fuel filter it will possibly fit behind the battery.

The 3" SS exhaust was hand fabricated by Grand Muffler in Marrietta, GA. I am very happy with it and plan on stopping by there today and put it up on the lift and take pictures. Hopefully by this evening I will have them posted no guarentees.

LanduytG · **Joined:** Sun Dec 11, 2005 6:59 am **Posts:** 188

Barry
We should have looked it over at Old Navys this past weekend.

Greg

marauderer · **Posted:** Wed Oct 18, 2006 1:17 pm

LanduytG wrote:

Barry
We should have looked it over at Old Navys this past weekend.
Greg

Yea, but everyone was doing TDIs so I didn't want to try and change the flow.

I hear you are very knowledgable on injectors. If that is true, do you know what the next size larger injector is for the CRD and if the are available and how much?

TIA,

LanduytG · **Joined:** Sun Dec 11, 2005 6:59 am **Posts:** 188

If I had a Bosch part number I could try to find.

Greg

marauderer · **Posted:** Wed Oct 18, 2006 6:14 pm

LanduytG wrote:

If I had a Bosch part number I could try to find.
Greg

I have all the #s from the to of one of my injectors see if any make since. I will post later this evening.

gsbrockman · **Posted:** Thu Oct 19, 2006 3:05 pm

Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration, as opposed to the many various rail pressure increasers that are currently on the market. Then there's the potential of most likely needing a pusher pump so the rail isn't drained dry.

HPCR Dodge CTD's can lay down over 525---550 rwhp on stock injectors providing there's adequate fuel volume to the CP3.

I have a friend with a 2006 Dodge RAM 2500 that put down 541/1030 at the rear wheels a few weeks ago......some auto trans upgrades, a bigger turbo, pusher pump, and a few stacks were all it took.

Greg

marauderer · **Posted:** Thu Oct 19, 2006 3:24 pm

gsbrockman wrote:

Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration, as opposed to the many various rail pressure increasers that are currently on the market. Then there's the potential of most likely needing a pusher pump so the rail isn't drained dry.

HPCR Dodge CTD's can lay down over 525---550 rwhp on stock injectors providing there's adequate fuel volume to the CP3.

I have a friend with a 2006 Dodge RAM 2500 that put down 541/1030 at the rear wheels a few weeks ago......some auto trans upgrades, a bigger turbo, pusher pump, and a few stacks were all it took.Greg

So I missed your point? Some do well with stock injectors and some don't? The VW TDI responds well to an injector upgrade if the other stuff is done aso. Are you saying because the Cummins doesn't need them then the CRD doesn't either? What are you basing this on???

weantright · **Posted:** Thu Oct 19, 2006 3:28 pm

I have used ProGuard single bypass system. They don't have a kit for the CRD's but you can pieced one together. All you need it a pressure port for the oil to come from and a spot to dump the oil back in. Any one knows of a port like this? I have heard on some motors that duel bypass will result in hard starting and higher wear. This is due to the extra time the oil flows thru the extra length hose. Many people that used duel bypass systems on Ford's Powerstroke have switched to a single. I would have extra oil filtration before fuel!

LanduytG · **Joined:** Sun Dec 11, 2005 6:59 am **Posts:** 188

gsbrockman wrote:

Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration, as opposed to the many various rail pressure increasers that are currently on the market. Then there's the potential of most likely needing a pusher pump so the rail isn't drained dry.

HPCR Dodge CTD's can lay down over 525---550 rwhp on stock injectors providing there's adequate fuel volume to the CP3.

I have a friend with a 2006 Dodge RAM 2500 that put down 541/1030 at the rear wheels a few weeks ago......some auto trans upgrades, a bigger turbo, pusher pump, and a few stacks were all it took.

Greg

You couldn't be any further in left field. The CRD will respond nicely to bigger injectors just as all other diesels do. The only difference is with a program you can add other things to it. But injectors are a nice modest upgrade that will give you good smooth power accross the whole power band.

Greg

gsbrockman · **Posted:** Thu Oct 19, 2006 5:53 pm

LanduytG wrote:

You couldn't be any further in left field.

OK.

Greg

onthehunt · **Posted:** Thu Oct 19, 2006 7:06 pm

If you are looking for bigger injectors try to find some for a marine engine. If the 2.8 has a marine application I would guess they would have a higher flow rate. No epa hoops to jump through with marine applications. Come to think of it, a whole lot of neat parts could come off a marine 2.8.

marauderer · **Posted:** Thu Oct 19, 2006 8:40 pm

onthehunt wrote:

If you are looking for bigger injectors try to find some for a marine engine. If the 2.8 has a marine application I would guess they would have a higher flow rate. No epa hoops to jump through with marine applications. Come to think of it, a whole lot of neat parts could come off a marine 2.8.

Injectors are usually made in a series of flow rates for that specific externally size injector. Some times it is easy to find them and sometimes it is really hard as they try to camophlage them so you have to go to the dealer and that is the only size you can get.

These are the #s I found on my CRD injector.

R2816K5A

8YZ 02E

0445119 217 (060) the 060 was actually circled

3311 0879 58512

These were the different #s I found on the to of the injector

marauderer · **Posted:** Thu Oct 19, 2006 9:01 pm

onthehunt wrote:

If you are looking for bigger injectors try to find some for a marine engine. If the 2.8 has a marine application I would guess they would have a higher flow rate. No epa hoops to jump through with marine applications. Come to think of it, a whole lot of neat parts could come off a marine 2.8.

True, I guess my next step would be to contact VM Motori and ask them if they would supply said info.

LanduytG · **Joined:** Sun Dec 11, 2005 6:59 am **Posts:** 188

gsbrockman wrote:

LanduytG wrote:

You couldn't be any further in left field.

OK.

Greg

So you are saying injectors are a waste of time? Just how much hands on work have you done with injectors?

Greg

gsbrockman · **Posted:** Fri Oct 20, 2006 1:09 am

LanduytG wrote:

gsbrockman wrote:

LanduytG wrote:

You couldn't be any further in left field.

OK.

Greg

So you are saying injectors are a waste of time? Just how much hands on work have you done with injectors?

Greg

No, I'm not saying they're a waste of time........I stated "Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration".......but it seems as if you're putting words into my mouth.

I guess I can start out by saying I've owned a 1998 Dodge RAM 2500 12V, a 2000 Dodge RAM 2500 VP44'd 24V, a 2003 Dodge RAM 2500 HPCR 305/555, and the 2005 Jeep Liberty Limited 4x4 CRD in the sig (wife's daily driver).

My original point is that if the BOSCH injectors utilized in the CRD's are any where near the same as the BOSCH injectors utilized in the HPCR CTD's and the DuraMax, there's plenty of power available thru stock injectors IF some aftermarket companies would crank out some timing / duration products instead of common rail pressure products.

Have you ever seen an over-fueled Dodge CTD 12V (1998.4 and earlier) run in cooler weather / wintertime with enhanced injectors, delivery valves, and a tweaked AFC with advanced timing ? Can you say the performance and driveability "sucks" ? With either CTD 24V (VP44 or HPCR) the ability to go back to stock is generally as easy as pushing a button on an EDGE Juice w/Attitude (insert your favorite programmer here) in only a few seconds......voila, stock truck with great drivability. Cooler wintertime temps and higher flowing injectors on a CRD would be hell on the EVIC ! Owner's fuel economy would be in the toilet fast; carbon deposits would form quickly I'd imagine.

You stated "The CRD will respond nicely to bigger injectors just as all other diesels do." That's true as long as you remember that air + fuel = power. Without the extra air, more fuel will simply result into higher EGT's. Typically, in HPCR applications, higher flowing injectors will not atomize fuel better unless there's an increase in rail pressure. I feel more power can be made more efficiently thru timing / duration than an injector swap in our CRD's. I also believe there's not a huge amount of extra airflow available (although some) in the stock CRD charger to support high-flow injectors. Extra boost (above the factory design) typically only heats the charge air higher and before you know it you're out of the efficiency range of the stock charger, especially with the VGT in our CRD's.

Greg

LanduytG · **Joined:** Sun Dec 11, 2005 6:59 am **Posts:** 188

gsbrockman wrote:

LanduytG wrote:

gsbrockman wrote:

LanduytG wrote:

You couldn't be any further in left field.

OK.

Greg

So you are saying injectors are a waste of time? Just how much hands on work have you done with injectors?

Greg

No, I'm not saying they're a waste of time........I stated "Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration".......but it seems as if you're putting words into my mouth.

I guess I can start out by saying I've owned a 1998 Dodge RAM 2500 12V, a 2000 Dodge RAM 2500 VP44'd 24V, a 2003 Dodge RAM 2500 HPCR 305/555, and the 2005 Jeep Liberty Limited 4x4 CRD in the sig (wife's daily driver).

My original point is that if the BOSCH injectors utilized in the CRD's are any where near the same as the BOSCH injectors utilized in the HPCR CTD's and the DuraMax, there's plenty of power available thru stock injectors IF some aftermarket companies would crank out some timing / duration products instead of common rail pressure products.

Have you ever seen an over-fueled Dodge CTD 12V (1998.4 and earlier) run in cooler weather / wintertime with enhanced injectors, delivery valves, and a tweaked AFC with advanced timing ? Can you say the performance and driveability "sucks" ? With either CTD 24V (VP44 or HPCR) the ability to go back to stock is generally as easy as pushing a button on an EDGE Juice w/Attitude (insert your favorite programmer here) in only a few seconds......voila, stock truck with great drivability. Cooler wintertime temps and higher flowing injectors on a CRD would be hell on the EVIC ! Owner's fuel economy would be in the toilet fast; carbon deposits would form quickly I'd imagine.

You stated "The CRD will respond nicely to bigger injectors just as all other diesels do." That's true as long as you remember that air + fuel = power. Without the extra air, more fuel will simply result into higher EGT's. Typically, in HPCR applications, higher flowing injectors will not atomize fuel better unless there's an increase in rail pressure. I feel more power can be made more efficiently thru timing / duration than an injector swap in our CRD's. I also believe there's not a huge amount of extra airflow available (although some) in the stock CRD charger to support high-flow injectors. Extra boost (above the factory design) typically only heats the charge air higher and before you know it you're out of the efficiency range of the stock charger, especially with the VGT in our CRD's.

Greg

Yes I agree that more power can be made with the proper tune. However at this time knowone I know has such a tune. I do know of someone that will be working on one. Also in all the trucks I have driven with big tunes IMHO have a driviblity issue. Throttle responce in most cases are jerky and not smooth. Injectors will give you smooth power from bottom to top. I have owned diesels and have been playing with them for over 20 years and injectors are great for smooth and modest power increase with no drivibility issues.

Greg

Dual Bypass Filter System

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