Fass/AirDog
- Thread starter Fuzzys69
- Start date
- Status
Powerstroke Racer
Comp Diesel Sponsor
- Joined
- Apr 23, 2006
- Messages
- 1,586
No, I'm not drinking and the real me is posting, just hate to see a family destroyed over money.
We fight and argue amongst ourselves but at the end of the day we really did not mean it and the next day usually all is well.
Not for them they live this day in day out, I know when my dad died it felt like I had lost my whole world. I can imagine that a whole lot of you reading this feel the same way, but to have your dad alive and hate each other so much just tears at my heart at what it must be like to be in their shoes.
Miracles can and do happen, just have to ask for them.
We fight and argue amongst ourselves but at the end of the day we really did not mean it and the next day usually all is well.
Not for them they live this day in day out, I know when my dad died it felt like I had lost my whole world. I can imagine that a whole lot of you reading this feel the same way, but to have your dad alive and hate each other so much just tears at my heart at what it must be like to be in their shoes.
Miracles can and do happen, just have to ask for them.
FirstOnRaceDay
Boss Man
- Joined
- Mar 30, 2007
- Messages
- 260
Powerstroke Racer said:
Well said. God is still in the miracle business.:bow:
JacktheBear3
Enthusiast
- Joined
- Jun 5, 2006
- Messages
- 1,227
Powerstroke Racer said:
I wanted to say the same thing, but just felt the way of this thread would leave me in the weeds.
David; Thanks for being real, I like the way you think.
Wally / FTE Diesel
Putting all of the debate aside, I looked into Airdog and purchased it from Dennis at ITPDiesel. It is a well made unit, excellent installation brackets, and the wiring was a plug-in affair - no splicing. I'm sure the FASS is great too, but I've had outstanding results with the Airdog and the service I've received from ITP and the Mfg.
Mark
Mark
Fuzzys69 said:
There are some major differences between the choices you spoke of. As for the air separation both the FASS and the Fuel Preporator must keep a positive flow of fuel (net positive suction head) to the demanding source. This is why it is very important to select the correct gph system. If the correct amount of pressure and fuel flow is not maintained, air will pass through either FASS or Fuel Preporator to the fuel injection system. Depending on the fuel requirements of the fuel system we have discovered it necessary to keep about 5 – 7 psi (if not more in some situations) to prevent cavitation.
FASS has over 27,000 systems in the field with less than a 3% failure rate. All issues with the FASS are addressed as they appear to the company with a pro-active attitude. As many products, the FASS is constantly improved.
The growing popularity is derived from the following:
• Reputation for setting the industry standards
• The first to have a 6 year warranty
• Precision machining (T-6061 billet aluminum)
• High quality motors w/High torque (196 – 406 oz of torque)
• High quality, concealed brushes
• Gerotor style pumps
• Tight pump assembly tolerances (+/- .001)
• Assembled through 25 point inspection
• “VacuSeal” technology, designed by me in 1995
• Cross-referenced filters with Fleetguard for the FASS 150 Series. Fleetguard currently has a water separator for the FASS 95; we are currently working with Fleetguard to release a cross-reference fuel filter for the 95 Series.
Flow & PSI Capabilites:
FASS 95 Series:
• 90 – 200gph
• 8 – 130+psi
• With air/vapor separation at these flows and pressures.
•
FASS 150 Series:
• 90 – 240gph
• 8 – 130+psi
• With air/vapor separation at these flows and pressures.
This statement is made with all fairness to the AirDog. Benefits can be seen from both products. We feel the time invested in the Research & Development of the FASS makes it a superior product.
Brad Ekstam
Hello,
Thank you for the sentiments of prayer and yes I do believe that God is in the miracle business!
I also believe competition is great; it pushes us to strive for higher quality products! I think it’s great to have faith in the products we buy. That’s why we buy them. In our market if you’re even thinking about removing air/vapor from fuel, you’re at the top of the market. To be perfectly factual, any good product idea will be accompanied by similar products. Take a look at the car. As basic as the idea seems to us now, it began with just one. No matter which style you choose they will all get you to your destination. We’ve done tests which have proven our strength and they claim to have done the same. In any market you should see the same type of convincing arguments/knowledge base, from all sides. That it what makes us feel like educated buyers.
I think the background of the marketers isn’t nearly as important as their products. I’ve stayed away from our history because I feel that it’s painful enough left within our family, having said that, I feel that as a company, we’ve been left no choice but to address some history.
I have been driving a semi with my dad (Charlie) since I was about 15 years old during the summers. Around 1992 I went out on the road full time to help my dad drive and design. The end result of trying to solve performance related problems for the semi’s was the Fuel Preporator. Although he won’t admit it, I helped my dad design the first air/fuel separation system, as did CIM-TEK, to design in what is now known as the Fuel Preporator.
In 1993 I started distributing the Fuel Preporator. In the mean time Charlie had formed a partnership with CIM-TEK, you may have seen their filters on fuel islands. That partnership dissolved and when it did, my dad gave me all the responsibilities.
As my dad went back on the road, from 1994 – 1998 I was solely responsible for the manufacturing, research & development, distributing, customer service & etc. With my name and credibility, I started Fuel Preporator Products Co.
In 1998 the patent rights were sold to a third party. I remained the sole manufacturer of the Fuel Preporator (for about 6-8 months after the transition) and remained their technical support under the name of Diesel Performance Products Co. (for the remainder of their term).
In July of 2001 I moved to St. Louis to work directly with them, until Sept of 02. Once my dad and Dora, Charlie’s wife and president of Pure Flow, took back the rights to the Fuel Preporator they asked me to be a distributor of their product. My dad, Dora and the secretary to the Supreme Court Justice of Missouri offered me a contract to be one of their dealers, a contract that would give them termination rights without reason and with a no compete clause. Simply, I felt that I had accomplished far too much to accept the contract.
As far as our products being the same, the United States Patent and Trademark office has issued two patents for our system and United States Magistrate Judge Audrey G. Fleissig of the United States District Court for the Eastern District of Missouri ruled on August 31, 2007 that our systems are in fact not the same. Judge Fleissig ruled in our favor on all counts dismissing their case without a trial stating that their claims where not only unreasonable, but “beyond all reason.” Furthermore, in this litigation we confirm that Charlie is not the inventor of the system shown in the ‘184 patent, which is known by the various names such as the Fuel Preporator, Air Dog, and SuperDog 250.
Brad Ekstam
Thank you for the sentiments of prayer and yes I do believe that God is in the miracle business!
I also believe competition is great; it pushes us to strive for higher quality products! I think it’s great to have faith in the products we buy. That’s why we buy them. In our market if you’re even thinking about removing air/vapor from fuel, you’re at the top of the market. To be perfectly factual, any good product idea will be accompanied by similar products. Take a look at the car. As basic as the idea seems to us now, it began with just one. No matter which style you choose they will all get you to your destination. We’ve done tests which have proven our strength and they claim to have done the same. In any market you should see the same type of convincing arguments/knowledge base, from all sides. That it what makes us feel like educated buyers.
I think the background of the marketers isn’t nearly as important as their products. I’ve stayed away from our history because I feel that it’s painful enough left within our family, having said that, I feel that as a company, we’ve been left no choice but to address some history.
I have been driving a semi with my dad (Charlie) since I was about 15 years old during the summers. Around 1992 I went out on the road full time to help my dad drive and design. The end result of trying to solve performance related problems for the semi’s was the Fuel Preporator. Although he won’t admit it, I helped my dad design the first air/fuel separation system, as did CIM-TEK, to design in what is now known as the Fuel Preporator.
In 1993 I started distributing the Fuel Preporator. In the mean time Charlie had formed a partnership with CIM-TEK, you may have seen their filters on fuel islands. That partnership dissolved and when it did, my dad gave me all the responsibilities.
As my dad went back on the road, from 1994 – 1998 I was solely responsible for the manufacturing, research & development, distributing, customer service & etc. With my name and credibility, I started Fuel Preporator Products Co.
In 1998 the patent rights were sold to a third party. I remained the sole manufacturer of the Fuel Preporator (for about 6-8 months after the transition) and remained their technical support under the name of Diesel Performance Products Co. (for the remainder of their term).
In July of 2001 I moved to St. Louis to work directly with them, until Sept of 02. Once my dad and Dora, Charlie’s wife and president of Pure Flow, took back the rights to the Fuel Preporator they asked me to be a distributor of their product. My dad, Dora and the secretary to the Supreme Court Justice of Missouri offered me a contract to be one of their dealers, a contract that would give them termination rights without reason and with a no compete clause. Simply, I felt that I had accomplished far too much to accept the contract.
As far as our products being the same, the United States Patent and Trademark office has issued two patents for our system and United States Magistrate Judge Audrey G. Fleissig of the United States District Court for the Eastern District of Missouri ruled on August 31, 2007 that our systems are in fact not the same. Judge Fleissig ruled in our favor on all counts dismissing their case without a trial stating that their claims where not only unreasonable, but “beyond all reason.” Furthermore, in this litigation we confirm that Charlie is not the inventor of the system shown in the ‘184 patent, which is known by the various names such as the Fuel Preporator, Air Dog, and SuperDog 250.
Brad Ekstam
Last edited:
Dalpilot
Joe Nobody!
- Joined
- Apr 21, 2006
- Messages
- 11,373
ALl I know is I love what The fass system does, and that is why I approached FASS to be a sponsor for the Comp D "Project Deranged" drag truck. I believe in their product, and will say without hesitation that I have had nothing but extremely positive customer service from DPP. Everyone there has been great. Now that I have put the injectors in my truck, I plan to add a FASS system in the coming weeks. There are many benefits, over just the performance. I am a believer, and am looking forward to seeing how it does on the Ranger.
The are no other systems like the AirDog and Fuel Preporator!
All Fuel Preporator Systems will separate air from fuel regardless of whether or not there is any fuel flow passing through the pressure regulator and return line to the tank. As long as there is at least 0.1psi positive pressure flow to the engine the Fuel Preporator will separate air from fuel.
The pressure head required at the inlet of a pump, NPSH, Net Positive Suction Head (glad to see something I've been teaching is finally sinking in!!) to prevent cavitation is dependant on the type, volume and flow capacity of the pump.
The air separation technology of the Fuel Preporator system, as described in detail in Patent 5,355,860 & 5,746,184 with priority dates of July 9, 1992, include both primary (positive) air separation and secondary air separation features. The effectiveness of the technology of these patents is further enhanced by the additional features of patent 6,729,310.
Air can be separated from fuel in a filter, as I referrenced Cummins Service Topic dated July 1, 1965 in my first patent of 1992, through the "phenomenon of wetted porus paper resistance to air or vapor passage".
As fuel including entrained and free air passes through the filter, the separated bubbles will coalesce and be discharged harmlessly from the system through the application of the technology protected and disclosed in the Fuel Preporator patents '860, '184, and '310. The fuel, now free of air, passes through the filter element into the interior of the filter to pass through the secondary air separation features of the Fuel Preporator system.
The secondary air separation features, as described in the following narrative, is designed to further reduce the possibilities of air from entering the fuel flow to the engine. Inside the filter element, extending down from the base of the Fuel Preporator is a nipple to attach the filter to the system. A depth extension tube or pickup tube extends from the interior passageway of the nipple to near the bottom of the interior of the filter element to access fuel to the engine. The gap between the pickup tube and the nipple is connected to a port that carries the excess fuel, not used by the engine, back to the tank. During filter changes, as the fuel entering the filter rises above the bottom of the pickup tube, all air above that level will be purged from the system. Additionally, any air trapped within or passing through the element by chance will exit the system passing through the gap between pickup tube and nipple interior and on through the return line.
The pressure regulator located in the fuel return passageway restricts the return fuel flow to maintain the necessary pressure and fuel flow to the engine. As the filter plugs with use, the regulator will close, reducing the return flow and eventually closing the return to tank passage as it maintains the pressure to the engine.
The primary gas exit port enters the return line after the pressure regulator to allow the unrestricted discharge of unwanted air and vapor from the system and fuel flow to the engine. Regardless of the position of the regulator and the amount of return fuel flow to the tank, the air will still be separated and discharged.
The exact features, specific function, and purpose of the arrangement of elements as described above is explained in detail in patents 5,355,860; 5,746,184; and 6,729,310.
An air separation device eliminating the primary and positive air separation features of the Fuel Preporator system and using only the secondary air separation features as described above will only be able to separate air from fuel at low flow rates. The device must then rely on only the flotation of the bubbles to succeed. Air bubbles having to float up and out to exit the system are dependant upon nature. If the regulator is partially closed or the flow rate is to high , the bubbles do not have time to float up and out and will go to the engine. As the regulator closes to meet the increasing demand of an accelerating engine or from decreasing flow rates as the filter plugs or both, the air does not have time to float and is carried with the fuel to the engine.
As Brad stated in his letters to "Diesel Owner/Operators", "When discussing the benefits of the Fuel Preporator and the sound physics behind this product......" The Fuel Preporator has the Sound Physics, both primary, the "air bleed port" and secondary air separation features.
When asked "the Fuel Preporator without the air bleed port would operate in the same way as the FASS..." Brad responded "I am saying you would be taking air out the same way we do".
A device, without the full air separation features, the "Sound Physics" of the Fuel Preporator, is bound to suffer the fate of the literally hundreds of similar attempts of the past. They just don't do the job, they disappear from the marketplace!
Air in the fuel system of a diesel engine is known to cause lost power, poor fuel efficiency and permanent defects to the injection system! A straight fuel pump does not remove air, its just cheaper. Its your engine, its your money and its your choice.
Just food for thought, hope it helps!
Charlie
All Fuel Preporator Systems will separate air from fuel regardless of whether or not there is any fuel flow passing through the pressure regulator and return line to the tank. As long as there is at least 0.1psi positive pressure flow to the engine the Fuel Preporator will separate air from fuel.
The pressure head required at the inlet of a pump, NPSH, Net Positive Suction Head (glad to see something I've been teaching is finally sinking in!!) to prevent cavitation is dependant on the type, volume and flow capacity of the pump.
The air separation technology of the Fuel Preporator system, as described in detail in Patent 5,355,860 & 5,746,184 with priority dates of July 9, 1992, include both primary (positive) air separation and secondary air separation features. The effectiveness of the technology of these patents is further enhanced by the additional features of patent 6,729,310.
Air can be separated from fuel in a filter, as I referrenced Cummins Service Topic dated July 1, 1965 in my first patent of 1992, through the "phenomenon of wetted porus paper resistance to air or vapor passage".
As fuel including entrained and free air passes through the filter, the separated bubbles will coalesce and be discharged harmlessly from the system through the application of the technology protected and disclosed in the Fuel Preporator patents '860, '184, and '310. The fuel, now free of air, passes through the filter element into the interior of the filter to pass through the secondary air separation features of the Fuel Preporator system.
The secondary air separation features, as described in the following narrative, is designed to further reduce the possibilities of air from entering the fuel flow to the engine. Inside the filter element, extending down from the base of the Fuel Preporator is a nipple to attach the filter to the system. A depth extension tube or pickup tube extends from the interior passageway of the nipple to near the bottom of the interior of the filter element to access fuel to the engine. The gap between the pickup tube and the nipple is connected to a port that carries the excess fuel, not used by the engine, back to the tank. During filter changes, as the fuel entering the filter rises above the bottom of the pickup tube, all air above that level will be purged from the system. Additionally, any air trapped within or passing through the element by chance will exit the system passing through the gap between pickup tube and nipple interior and on through the return line.
The pressure regulator located in the fuel return passageway restricts the return fuel flow to maintain the necessary pressure and fuel flow to the engine. As the filter plugs with use, the regulator will close, reducing the return flow and eventually closing the return to tank passage as it maintains the pressure to the engine.
The primary gas exit port enters the return line after the pressure regulator to allow the unrestricted discharge of unwanted air and vapor from the system and fuel flow to the engine. Regardless of the position of the regulator and the amount of return fuel flow to the tank, the air will still be separated and discharged.
The exact features, specific function, and purpose of the arrangement of elements as described above is explained in detail in patents 5,355,860; 5,746,184; and 6,729,310.
An air separation device eliminating the primary and positive air separation features of the Fuel Preporator system and using only the secondary air separation features as described above will only be able to separate air from fuel at low flow rates. The device must then rely on only the flotation of the bubbles to succeed. Air bubbles having to float up and out to exit the system are dependant upon nature. If the regulator is partially closed or the flow rate is to high , the bubbles do not have time to float up and out and will go to the engine. As the regulator closes to meet the increasing demand of an accelerating engine or from decreasing flow rates as the filter plugs or both, the air does not have time to float and is carried with the fuel to the engine.
As Brad stated in his letters to "Diesel Owner/Operators", "When discussing the benefits of the Fuel Preporator and the sound physics behind this product......" The Fuel Preporator has the Sound Physics, both primary, the "air bleed port" and secondary air separation features.
When asked "the Fuel Preporator without the air bleed port would operate in the same way as the FASS..." Brad responded "I am saying you would be taking air out the same way we do".
A device, without the full air separation features, the "Sound Physics" of the Fuel Preporator, is bound to suffer the fate of the literally hundreds of similar attempts of the past. They just don't do the job, they disappear from the marketplace!
Air in the fuel system of a diesel engine is known to cause lost power, poor fuel efficiency and permanent defects to the injection system! A straight fuel pump does not remove air, its just cheaper. Its your engine, its your money and its your choice.
Just food for thought, hope it helps!
Charlie
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