Major Flaw with Diesel Fuel Isn’t Talked About Enough
The Diesel Podcast
Major Flaw with Diesel Fuel Isn’t Talked About EnoughThe Diesel Podcast · Apr 18, 2026
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Company
fast and fast motorsport
They mention “fast and fast motorsport” as the venue/partner for what’s new. It suggests the discussion is about performance or aftermarket diesel equipment.
A “drop-in system” is a kit meant to install more easily, like swapping in a ready-made solution instead of building something from scratch. “Universal” means it’s designed to fit many different setups.
“Heavy duty” and “commercial” usually means trucks or work vehicles that are used for work every day and rack up lots of miles. Parts for these applications are often designed to handle that tougher schedule.
A pump’s job is to move fuel or fluid where it needs to go. They’re saying the new kit goes in after the pump(s), so the system is designed around the way fuel is delivered.
Diesel fuel can sometimes carry tiny air bubbles or vapor. Separating them helps keep fuel delivery consistent so the engine can burn it more reliably.
Particulate filtration means filtering out dirt and tiny particles from the fuel. Cleaner fuel helps protect the engine and fuel system from wear and clogging.
They mean you don’t have to “hack” the truck’s computer. Instead of installing a tune or special software, the product is designed to work as-is. That usually makes it simpler and reduces the risk of messing up the truck’s settings.
They’re saying their system needs a good fuel pump. If the pump in the tank can’t move enough fuel or can’t build pressure, the truck may start poorly or run worse. So the pump’s health matters for the whole setup to work.
They’re describing how fuel gets moved and pressurized before it reaches the engine. In commercial setups, the fuel supply can be more complicated, so the pump has to do the hard work of pulling and pressurizing fuel. If pressure isn’t right, the engine won’t get fuel the way it expects.
The hosts cite a pressure range starting around 30 PSI, which is a reference point for how much fuel pressure the system can operate with. Diesel fuel systems use pressure to control delivery and atomization at the injectors, so the “right” pressure depends on the hardware. Mentioning PSI helps listeners understand that the product/system is designed for real fuel-pressure conditions.
They’re saying the fuel system can run at very high pressure. That’s important because diesel engines rely on pressure to deliver fuel properly. If your setup can’t reach those pressures, performance and starting can suffer.
A gear pump is a type of fuel pump that squeezes fuel through the system. In some trucks, it can run at much higher pressure than you might expect. If the rest of the system (like filters and seals) isn’t built for that, it can cause problems.
Concept
X 15s
They mention “X 15s” as a type of truck setup that uses higher fuel pressure than most. Their point is that their system still works with that kind of hardware. The exact truck model isn’t fully identified here, but it’s clearly a high-pressure application.
They’re talking about the parts that keep fuel clean and prevent leaks. Filters catch contaminants, and seals stop fuel from escaping. If those parts aren’t designed for the pressure and fuel type, the system may not work reliably.
A fleet truck is a work truck used by a company as part of a group of vehicles. Companies care a lot about trucks starting easily and staying reliable, because downtime costs money. That’s why they’re testing it on real fleet operations.
They’re talking about starting the truck—whether it fires up quickly and easily. With diesels, starting can get worse if fuel delivery or fuel quality isn’t right. Their comparison suggests the system helps the truck start better.
Topic
Mon Eagle Hill
They’re describing a real driving test—going over a hill/route. They’re using it to show how the truck behaves in a more demanding situation than just starting. The exact place name isn’t clear, but it’s part of their comparison.
“Injector savings” refers to the idea that improving fuel quality could reduce injector wear or prevent injector-related problems. The hosts correct themselves from injector savings to fuel savings, but the mention highlights that fuel issues can be linked to expensive fuel-system components like injectors.
A fuel additive is something you add to diesel to try to make it work better or protect the engine. In this episode, they’re talking about additives as a possible solution to fuel-quality issues.
Concept
diesel fuel quality in the United States
The hosts are saying that diesel fuel quality can vary, and that variation can show up in how the truck runs. If the fuel isn’t as consistent, it can affect both performance and how long parts last.
Diesel fuel is supposed to be a solid, consistent liquid when it gets pumped and injected. If air gets mixed into the fuel, the system can’t deliver it as smoothly, which can hurt performance and may increase wear over time.
Your diesel’s fuel system is everything that moves fuel from the tank to the engine in the right way. If something about the fuel is off, like air contamination, the engine may not get fuel as reliably, which can lead to problems sooner.
Fuel mileage testing is how people measure how much fuel a vehicle uses to go a certain distance. The hosts are saying the way the test is set up can change the outcome, so the testing method matters.
The “aeration problem” refers to air getting mixed into fuel (or fuel delivery) during measurement or operation. Air in the fuel can affect how fuel is metered and burned, which can skew fuel economy and emissions test results.
“Metering” means precisely measuring and controlling how much fuel is delivered. If the fuel delivery is consistent, the test results are more trustworthy.
“Real world baseline” just means a test result that matches normal driving and real operating conditions. Instead of only measuring in a perfect lab setup, they want numbers that reflect what drivers and fleet managers will actually see.
A class action lawsuit is when lots of people with the same problem team up legally. In car cases, it usually means many owners experienced similar failures, not just one person.
CP4 is the name of a diesel fuel pump. Some versions can fail sooner than expected if the fuel isn’t clean enough, so people talk about it a lot when discussing “bad fuel” problems.
Term
fast systems
“Fast systems” sounds like an add-on kit meant to help protect the diesel fuel system. Here, the question is basically: how does it keep the CP4 pump from getting damaged?
Gravity feed means fuel is delivered just because the tank is higher than the engine. That height helps fuel flow smoothly without needing strong suction or vacuum.
When pressure drops (like in a vacuum), liquids boil at lower temperatures. If diesel fuel starts making vapor bubbles, it can cause problems for high-pressure pumps and lead to damage.
Agitation just means the fuel is being moved around or stirred in the tank. When fuel sloshes, it can mix in air, which can make high-pressure fuel systems less happy.
Return fuel is the diesel that gets sent back from the engine to the fuel tank. Where it goes and how it mixes can change how “gassy” or stable the fuel is for the next pump cycle.
Term
10% air
The speaker claims that removing even a relatively small amount of air (e.g., “10% air”) can matter because air reduces the fuel’s ability to act as a lubricating barrier and can promote cavitation. The broader point is that entrained air can accelerate wear in high-pressure diesel components.
The segment argues that diesel fuel itself provides lubrication between closely spaced metal surfaces inside high-pressure components. If air enters the system or fuel quality is poor, the lubricating film can break down, increasing wear and friction-related damage.
Galling and scoring are ways metal parts get damaged when they rub without enough lubrication. It can leave scratches and cause parts to wear out faster.
Term
PAC-R
“PAC-R” sounds like a specific part name in the diesel fuel system. The speaker is saying that when fuel quality is poor, these tight-fitting parts can wear and fail sooner.
A “test cell” is a controlled environment used to evaluate engines and fuel systems. The speaker contrasts a stationary setup with real driving where fuel sloshing and changing acceleration/deceleration can move air/fuel around in the tank and lines, affecting how air enters the system.
The injection pump is the component that squeezes diesel fuel to very high pressure before it’s injected into the engine. If air gets into that fuel, the pressure can become erratic and the engine may not inject fuel correctly.
They’re describing a repeating loop where air keeps getting pulled into the fuel system and then sent back again. If it keeps happening, the engine can keep getting the same problem instead of it going away.
Caterpillar (Cat) is a major manufacturer of heavy equipment and diesel engines, and the speaker credits a Cat representative/engineer with supporting the explanation. In this context, it’s used to lend credibility to the claim about air/high-pressure fuel causing severe erosion and damage.
Diesel needs very high fuel pressure so the fuel can spray and burn properly. The discussion here is about what happens when air mixes in—pressure and flow can behave badly and cause overheating or damage.
Orifices are tiny holes that control how fuel is sprayed. If the fuel flow gets messed up (like with air bubbles), it can concentrate flow through certain paths and gradually damage them.
The “cutting torch” is a metaphor for how intense the damage can be when air and high-pressure fuel interact. Instead of just burning normally, it can erode or overheat parts very quickly.
Piston melting means the piston gets so hot that its surface can fail. The speaker is saying that bad fuel/air behavior can create combustion conditions hot enough to cause that kind of damage.
Tolerances are the allowable manufacturing clearances and dimensional variations between parts. The speaker argues that looser tolerances in older systems (combined with lower fuel pressure) changed how fuel flowed and how sensitive the system was to issues like air and restriction changes.
PSI (pounds per square inch) is a unit of pressure, and the speaker uses it to compare older and newer diesel fuel pressure levels. Fuel pressure level strongly influences how well the system can meter and atomize fuel, and it can affect how sensitive the system is to air-related problems.
“Common rail” is a modern way diesel engines deliver fuel. Fuel is kept under very high pressure in a shared line, then sent to the injectors. If air gets into that fuel, the engine can get uneven fueling and run less smoothly.
A fuel, air separation system (FAS) is a device that pulls air out of diesel fuel. That matters because air can make fuel delivery inconsistent. Removing it helps protect the fuel system and keeps injection more stable.
Lubricity is how well fuel “acts like a lubricant” to protect metal parts from rubbing. If the fuel has air bubbles in it, it can lose some of that protective effect. That can lead to faster wear in the fuel system.
Scoring and galling are kinds of damage where metal surfaces get scratched or smeared from rubbing too hard. They often happen when lubrication isn’t good enough. In a diesel fuel system, that can mean the parts wear out faster.
The idea is simple: air takes up space that should be filled with liquid fuel. If there’s less liquid fuel, the engine may inject different amounts than expected. That can make cylinders behave differently and the engine run less smoothly.
This is about how much energy each cylinder gets from the fuel it receives. If air gets into the fuel, some cylinders may get more fuel than others. That can make the engine run unevenly.
Retarding timing means delaying the start of combustion relative to piston position. The transcript suggests that air/vapor effects can change how combustion timing behaves, potentially causing timing to effectively retard. In diesel engines, timing shifts can affect power, efficiency, and emissions.
Air bubbles or vapor in diesel fuel can mess up how the fuel behaves when the pump pressurizes it. That can lead to timing being off and can increase wear inside the fuel system. Removing air/vapor helps the system run the way it was designed to.
Injection timing is when the engine sprays fuel during the cycle. If the fuel behaves incorrectly (for example, because of air bubbles), the timing can be thrown off. That can reduce performance and increase wear.
Concept
MX-13
MX-13 is a type of diesel fuel system component the hosts say can be vulnerable to failure. They’re using it to make the point that you can’t just focus on injectors—fuel pumps also need the right fuel conditions to survive. Clean, well-lubricating fuel helps prevent early wear.
Gear pumps are fuel pumps that help feed fuel to the engine’s high-pressure system. They rely on the fuel to keep internal parts lubricated. If the fuel is contaminated, these pumps can wear out sooner too.
Two-micron absolute filtration means the fuel is filtered very tightly—down to extremely small particles. The goal is to keep grit and debris out of the high-pressure parts of the diesel system. Cleaner fuel helps prevent wear and failures.
Concept
towing setup
Towing puts more stress on your diesel truck than normal driving. That extra load can make fuel-system problems show up sooner if the fuel isn’t ideal. The hosts suggest focusing on protecting the truck first, then upgrading for more power when you choose.
Diesel fuel can be “too dry” for the engine’s fuel system parts. Lubrication additives add protection so those parts wear more slowly and the engine can run more reliably.
Atmospheric pressure is just how hard the air is “pushing” on everything. At altitude that pressure is lower, so the engine gets less air to burn fuel.
If the diesel filter gets clogged, it makes it harder for fuel to flow to the engine. That can cause weak performance, worse mileage, and can shorten the life of expensive fuel parts.
Injector system life is basically how long the fuel injectors can keep working correctly. If fuel delivery is compromised, injectors can wear out sooner.
Fuel starvation means the engine isn’t getting enough fuel when it needs it. That can make the engine feel weak, hurt mileage, and can stress the fuel system.
Fuel injectors spray fuel into the engine. If they start acting up, the engine can run poorly and repairs can get expensive. The point being made is that certain fuel system changes can help prevent injector trouble.
High pressure pumps are responsible for pressurizing diesel fuel to the levels needed for modern common-rail injection. When fuel delivery is compromised (for example by air or flow restriction), these pumps can wear faster or contribute to injector-related issues. The segment highlights that high pressure pumps are costly, so improving fuel handling can protect expensive components.
The Tesla Semi is an electric truck used to move goods. It’s designed to do the same job as other freight trucks, but using batteries instead of diesel fuel. Because it’s a heavy vehicle, the way it delivers power and manages its systems matters a lot.
“Bone stock” means the truck is basically as it came from the factory. The hosts are saying the fuel-system benefits they’re talking about aren’t just for heavily modified trucks—they can help everyday, unmodified diesels too.
“Filters not flowing” describes a restriction or failure where the fuel filter cannot pass fuel at the needed rate. The segment suggests a diagnostic method: removing the filter and checking pressure differences between the suction side and pressure side to understand why flow is poor. This matters because restricted or aerated fuel flow can lead to injector and pump problems.
Cummins makes a lot of diesel engines used in trucks. Here, they’re being cited for how to diagnose problems—especially issues caused by air getting into the fuel system or restrictions that limit fuel flow.
The Toyota Supra is a sports car built for fast, fun driving. If air gets into the fuel system, or if fuel lines and fittings aren’t sealed correctly, the engine may not run as it should. That’s why people talk about checking for leaks and restrictions in the fuel lines.
A 90-degree fuel fitting adds flow resistance compared with straighter routing, creating measurable restriction in the suction/return path. The host quantifies it as equivalent to a significant length of fuel line, illustrating how fittings and plumbing layout can affect diesel fuel delivery.
CP3 is the high-pressure fuel pump on many diesel engines. If it doesn’t get the right fuel supply, the engine can feel weak or inconsistent—so people try to improve fuel delivery to it.
The Lucid Air is an electric car that uses electricity instead of gasoline. Even though it’s electric, it still has systems that use fluids to help manage temperature and protect parts. If air or water gets where it shouldn’t, it can cause problems, so people talk about keeping things separated and controlled.
Concept
inconsistent performance
Inconsistent performance refers to power and drivability that vary unpredictably rather than behaving the same every time. The segment connects it to fuel system issues—especially air intrusion and restriction—because diesel injection depends on consistent fuel supply.
Hard starts means the diesel takes a long time to catch or cranks but won’t fire right away. That often points to fuel not getting to the engine properly (or air getting into the fuel system).
Erratic idle is unstable engine speed when the truck is not accelerating, often caused by uneven fuel delivery, air leaks, or sensor/electrical issues. The host frames it as part of a broader list of symptoms that can trace back to air/fuel restriction.
An air/fuel restriction means something is limiting how easily fuel (and sometimes air) moves through the system. In diesel engines, even small restrictions can cause hard starts, poor fuel economy, and inconsistent power because the injection system depends on steady fuel supply.
EPA is the U.S. agency that sets rules for how much pollution vehicles can produce. Manufacturers tune engines so they meet those emissions limits when tested.
In winter, diesel can get thick and start to gel. When that happens, it can plug the fuel filter and the truck may not start or may run poorly until it warms up.
Term
Carter fuel pump
They’re talking about a specific fuel pump used on a diesel truck. The point is that this pump has a reputation for failing, and the failure can be costly to fix.
Diesel fuel needs to be “slippery” enough to protect the fuel pump. If the fuel doesn’t lubricate well, the pump parts can grind and fail, leading to expensive repairs.
They’re talking about problems that can happen inside diesel engines. Sometimes the root cause isn’t just the engine itself—it can be how the fuel burns and how the fuel system delivers it.
OEM means the company that originally made the truck or engine. They’re saying the problem can be built into the factory design, so fixes may come from outside the manufacturer.
Class 8 trucks are big commercial trucks used for heavy hauling. The speaker is saying they learned about diesel problems through working with these trucks.
Term
truck stops
Truck stops are where drivers stop to fuel up and take breaks. The point here is that drivers talk and compare experiences, which helps reveal that a problem isn’t just happening to one person.
The hosts contrast past “silence” around failures with how social media spreads information quickly. In diesel ownership, rapid sharing can help identify recurring engine or fuel-related problems and push for solutions.
A warranty is the promise that the company will pay for certain repairs if something breaks. They’re suggesting that if lots of trucks need warranty work, the issue is more widespread than some people assume.
EGR is a pollution-control system that helps keep exhaust gases from going straight out the tailpipe. Some diesel engines get EGR clogged or not working well, so “EGR solutions” means fixing or improving that system.
A “fuel flow rating” tells you how much fuel the system can push through. If it can’t move enough fuel, the engine may run poorly or not start, especially when it’s cold.
A “pressure rating” is how much pressure the fuel system can generate and hold. Diesel engines need enough fuel pressure for the injection to work correctly.
Cold weather affects diesel fuel systems through fuel gelling, viscosity changes, and water freezing risk, which can worsen filtration and starting. The transcript emphasizes that the company’s pumps/filters are designed to remain effective in freezing conditions.
“Semis” is shorthand for heavy-duty semi-trucks used for long-haul freight. The transcript claims the pump/filter designs were originally built for these applications, where uptime and cold-weather reliability are critical.
A nominal micron rating is a more approximate filter claim. It may not mean the filter will reliably stop particles at that size the way an “absolute” rating does.
LIVE
Welcome to the diesel podcast presented by DFC diesel, Brad and Jeremy.
Welcome back to the diesel podcast.
I've had you guys on here before at different times for kind of different
topics, but all revolving around diesel trucks and fast products.
So I'm looking forward to chatting with you guys today, see what's
new in the spring of 2026 at fast and fast motorsport.
So welcome back to the podcast.
Hello, Patrick. It's nice to be back.
Yes, great. Thanks a lot to be here.
So what have you guys been working on this year?
What are some some of the new products or big things that you guys have in the works?
Well, Jeremy, I might let you take off with that one a little bit.
You know, we want to talk about the trip that we took to Arctic Ocean,
but want to talk about a few products.
Absolutely. And we want to leave plenty of time
because I love hearing about your Arctic exploration and the trip that you made up there.
But as far as new products goes, I mean, some of the most exciting things
that we've had released in the last few months, we have our new universal
drop-in system for the heavy duty or commercial type applications
that operates independently of like our industrial series, perhaps for that application.
But it installs after the engines, lip pump or gear pump separates air and vapor
adds, of course, particulate filtration as well.
We've done that before on Series 60s on caterpillars of different sizes.
We're just we're building on that drop in series
portfolio that we have available, which we don't we don't leave the pickup guys out,
by the way, we started that the drop in versions
a number of years ago with the L5P Durabax to give an option that was
tuning free, code free for the L5P guys.
And it was so popular that we've grown that to cover Ford and even Ram as well.
So it's been exciting, very well received.
And and I know that our customers are enjoying them and they continue
to pick them up from us and from our dealers.
And we can only do this, Jeremy, we can I want us to jump in just for a second.
We can only do this if there is a strong, decent fuel pump in the tank
or like under commercial applications, they have the fuel pump that draws
the fuel from whatever source downstream and then it puts it under pressure.
Usually puts it anywhere from 30 PSI all the way up to what, 250 PSI, Jeremy?
Yeah, that's correct.
Some of the some of the like the X 15s, much higher pressures
than you would typically see from a gear pump.
But we've got coverage for that and filter and sealing surfaces
that work perfectly well with even the high pressure gear pump of the X 15.
And we just and he mentions X 15.
We just did a put a unit on one fleet truck.
They have 30 some trucks and looks like they're going to be putting it on more.
But I go to the church with the guy and one of the drivers, his name is Ray,
and they could not believe what it did in comparison to just starting the truck.
How easy it starts.
The X 15 versus one that one of the X 15s without a system on it.
And what it did going over Mon Eagle Hill, they he he picked up.
I think it between five and six miles an hour going over Mon Eagle Hill.
If you've ever been over Mon Eagle, it's quite a pull.
And in doing so, picking up speed, he's still picking up a solid
eight tenths of a mile per gallon, which is worth.
You're probably looking in that operation and what fuel prices are out now.
I'm going to guesstimate between seven and eight thousand dollars a year.
And we're not even talking about fuel savings.
Well, no, no, no, we're not talking about injector savings.
Sorry, we're talking we are talking about fuel.
Yeah, that you know, it's really interesting.
I thought it'd be great to to talk about this for a second,
because I've done a few episodes this year with companies that specialize
kind of in the fuel additive side.
And we've been talking about the the quality of diesel fuel in the United States.
And I know from talking with you, Brad, before and you, Jeremy and and Jake
and even Spencer about issues that we have with air in the fuel.
And I think that's really overlooked.
I think even by people who've had diesel trucks for a long time,
but especially someone who's maybe got their first diesel truck.
They just bought one this year or just picked one up.
Can you guys talk to me about the importance and the and the fast systems
of getting the air out of the fuel to deliver that performance
and the longevity that we want out of out of these fuel systems?
We're we're working with a testing company
where it's setting up the the the baseline for the tests and everything.
And we're actually we're really digging in.
And this is thankful thanks to Jeremy.
We're really digging into how they measure measure fuel mileage
and how they're measuring fuel mileage is really the way they've done it.
They've kind of taken out some of the aeration problem
by the way they're metering. Would you not agree with that, Jeremy?
That's correct. The way they the the the test equipment and the way that it's set up
were actually tweaking the way they do it.
And it's not to our advantage.
It's actually because they need a real world baseline
and like a real world number to what that what that operator
can expect or that fleet owner can expect.
And we're we're taking out variables.
We're talking to them about air and they're actually learning some about air.
We're learning some about what they're teaching us also.
But we're I think after we do these tests are going to we're going to see the benefits
we're always always been preaching.
But I bet you they will change the way they do their testing
off of what they've learned from us.
It's kind of like the Packard situation.
Packard EPA 2021 and newer engines.
It was funny one night I was traveling and I was at the Buckeys in Springfield, Missouri
at about two o'clock in the morning.
I was coming back from Texas and a gentleman came over and says,
I've been wanting to talk to you at two in the morning.
He's a lead attorney on the class action lawsuit of the Packard situation.
And they they're having major failure rates with their injectors
within a thousand miles of being brand new.
So we're actually educating him and what's going on.
And he found out through his research that they knew the problem before it came over.
And the reason I bring up Packard, you know,
you might have a few customers that have Packard, you know, our listeners.
But the CP4 has the same problems
caused from the same thing that we address.
And we basically eliminate it.
If you put us on soon enough, we'll eliminate the CP4 problem.
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Where would, how would, how does installing one of the fast systems,
how does it protect the CP4 for someone who's not familiar with the benefits of it?
Like I'm familiar with it, I've used them on my trucks, but for someone who just doesn't know
and they're wanting to be proactive and stay ahead of a,
it can be a very expensive failure, you know, when a CP4 goes.
How does it help?
Let me, let me, are you aware of how a test cell is set up?
No.
Okay, they have only about 10% air in their fuel.
That's per category.
There's about 10% air in fuel, stationary fuel.
They all have an engine where we are, where we're standing on the ground,
but the fuel tank supplying that engine is up in the air, usually by about 20 to 30 feet
up in the air, which gives it a gravity feed.
Whenever your liquid is under a vacuum, you know, you can boil fuel.
You can boil liquid at room temperature, depending on the atmospheric pressure.
Oh, okay.
A few, okay.
Let's say we're making potatoes, mashed potatoes.
You put it under pressure cooker and you raise the boiling point, right?
Yeah.
If you want to lower the boiling point, you put it under a vacuum.
You have vapor.
So in that test cell, they don't have a vacuum, it's a positive feed.
The other thing is that, that tank is completely stationary.
It's not agitated.
And that's what you get the majority of your from is agitation.
But then here's the kicker.
The return fuel coming from back from the engine is put into a separate tank,
so it doesn't contaminate the supply tank with agitation creating vapor, creating air.
Now, the way that we save that is that we'll even take out that 10% air, okay,
because the way we filter it out.
Fuel is a lubricating barrier, just like oil is on a crank and rock.
Okay, so you keep, you want to keep those two surfaces away from each other,
so you don't have galling and scoring.
And that's what I also believe is going on in the PAC-R and the CP4, okay,
because those, those tolerances are so tight.
Now, you keep those surfaces away, it's going to last longer, okay,
it's going to increase your lubrication.
The other thing that's, that's, and that's what I think is really going on
with the CP4 and the PAC-R situation is galling and snoring.
The other thing, the other thing that you have going on is cavitation.
And imagine a flat surface, okay, and an air bubble with fluid over that, okay.
And then you, you hit 30, 35,000 PSI, that fluid collapses, that bubbles so hard
that the fluid actually becomes a missile, like an Iran, go Trump.
So here we have that fluid falling through that air bubble, hitting that metal
and bringing microscopic chunks of metal up, like a boat propeller, or a water pump.
That's cavitation.
Now, the other thing that's not taken, that's just amount, but taken all of them out,
is when that plunger comes down to compress the fuel, and this is per caterpillar,
that fuel creates a shock absorber.
That's, they call it a fluid damner.
I like shock absorber because I understand that better.
Now, when there's a lack of fuel, that plunger bottoms out on that tip,
with up to 50% greater force, and that's where your pop tips come from.
Okay, well, then there's one more.
Go ahead.
Oh, I just want to say that I completely understood when you were talking about
the test cell and it being stationary, and I'm thinking of a truck, it stopped go,
you're getting up to speed, slowing down, all that fuel is just sloshing back and forth in the tank.
And then you're putting it, taking it from the tank up to the injection pump,
and then the return isn't going to a stationary sectioned off tank itself,
it's going right back into the fuel tank, so I can see the cycle of air
existing in the system and getting put right back into it.
And then the other one that's real big, and I was at a mining seminar and I was a guest speaker,
and the chemist actually came up and stopped my presentation,
and I got it backed up by Kevin at Caterpillar,
but he said, if you have air coming out of that tip with high pressure
and fuel, you just build a cutting torch, so it opens up the orifices,
and then what happens, fuel starts favoring the orifices that have least restriction,
then you start opening those up even more, and that's what starts burning and melting the piston.
And the OEMs don't address, is there anything like in a,
you take a brand new Powerstroke Cummins or Duramax, anything that addresses
the air that's going to exist in the fuel system at all?
Nope. Nope, and they've actually made it worse.
Like in old days, like a V-Model cat would flow like 21 gallons in an hour.
They had loose tolerances because you only had about 25, 2800 psi pressure.
And so, but we made quite a difference on those, we get about 60 horse increase,
about seven to nine tens of a mile per gallon, because you had a long brake line,
okay, that can have air throughout that brake line.
Now, on a new common rail, you're talking, some of these engines,
look at a race truck, three gallon tank, 30 million gallons an hour fuel flow,
you can't agitate it anymore.
But like a DDT-15 flows over 200 gallons an hour, so they aerate their fuel even more,
and then they're sucking even more, so they have more vapor and more agitation.
And the beauty of it is that our solutions, I mean, remember the acronym,
and for those that don't know, FAS is an acronym, fuel, air separation system.
So, we have solutions that remove air and vapor to regain that, get better lubricity,
because I like the analogy that Brad used earlier about in a rod bearing or main bearing,
how the engine that oil film protects, it takes up the clearances that are built in
when the engine is built and developed, right? So, in a fuel system, fuel is the lubricator.
Would you want hot foamy aerated engine oil protecting the bottom end of your factory diesel,
much less your $100 plus thousand dollar race build? No. I think the general consensus is
absolutely not, I don't want aerated engine oil, they put additives in oil to help prevent that.
Maybe that's a 70, 80, 120 psi of oil pressure, but now let's look on a fuel system,
especially the common rail, right? 20 plus thousand psi, now all of a sudden,
even the original 10% from Caterpillar plus agitation, hot fuel, that type of thing,
we have the ability to take that out. So, that's going to greatly increase the lubricity,
it's going to make those components last longer, it's going to take away that scoring and galling
that Brad was talking about. Air displaces the fuel itself, so when aerated fuel is being
moved through an injection system and into the individual cylinders, whether there's four,
six, eight, whatever, you also can't control where the air goes, so you get different amounts of fuel,
different BTU per cylinder, so it also can lend itself to cylinder contribution differences,
even retarding timing, air can retard a timing because it compresses, and depending on the
style of injection system, a compressible contaminant, which is my favorite word for air
and vapor, it is a contaminant, that compressible contaminant in the otherwise solid liquid that
can't compress, it retards timing, so our solutions take that variable out, increasing
lubricity, more correct injection timing, triple or more injection system life, and I'll let Brad
weigh in on that because the R more part is very important when you're talking about systems that
inherently fail prematurely, like the MX-13, like the CP-4 powered equipment because it's not just
injectors guys, high pressure pumps, gear pumps, they all need lubrication, removing air and vapor,
extreme high levels of water, and two micron absolute filtration all in the same mix,
is a recipe for success, long life, and performance. I think sometimes some people can think,
I don't need, say a fast 165 until I want to make more power, until I do the injectors,
I got a big turbo on, I only need it to support a power level, and I think it's a really important
message, I know it does do that and even more power, but I think most people use their diesel
trucks, the vast majority of them they're towing, they want to protect it, they only want to do
upgrades when they want to, not when they have to, and I could say in doing like almost 900 episodes
on this podcast, the only time we talk about air or it's a conversation is with you guys,
and I think it's so important because a lot of the other topics or things that listeners ask me are,
how do I protect my CP4, how do I protect my injectors, how do I get better fuel economy,
how do I make this truck last longer, so I'd love to spend more time hearing what Brad, Jeremy,
what you guys have to say about it, because we talk about lubricity, we talk about C-Tain,
we talk about not freezing up in the winter, we talk about different fuel qualities all over
the country and how it can vary, but we don't talk enough about air, but what you've mentioned Brad
and you Jeremy, it's jumping out to me about injection pumps and injectors and I think we,
I would just love to hear more thoughts you guys have on how that factors into a daily driving
towing setup making my truck last longer application. First of all, I want you to know that we add
well over 10% okay and lubricity, however no one will touch us there on how much we add
because all the variables that Cummins and Caterpillar, RayCorp, PackArt and when you dig in
to their Fortune 500 information deep, they talk about air and vapor, but I do believe in lubrication
additives. I use them myself, I'm not going to tell you which one because I know three people
that make them and I'm not going to favor one over the other, so but I believe in adding lubricant
we're actually coming up with a neat product that you all are going to find out about
that no one has out regarding that and that's I think going to revolutionize that industry,
but I do use it the fast no one will add more lubrication than what we do because
there's 10% air and fuel stationary. Why do you, I'll ask you do you know why you lose power going
up in the higher altitudes? At first I would be less oxygen to be able to get into the combustion
process less atmospheric pressure that's one the other one is you have atmospheric pressure
and let's imagine that is a hand pushing tomorrow morning is knocking stock your fridge now how about
a creamy mocha frappuccino drink or a sweet vanilla smooth caramel maybe or white chocolate mocha
whichever you choose delicious coffee awaits find Starbucks frappuccino drinks forever you buy
your groceries that hand that atmospheric pressure you know when you're down at sea levels around
14 point something psi pushing down on a fuel to help bring it up remember you don't need that when
you are in a test cell yeah okay so let me back up a hair as your filter gets dirty on the suction
side we lose performance we lose fuel mileage we also lose injector system life okay because
everyone knows about fuel starvation ie fuel starvation is air vapor now you take that dirty
filter off put a clean one back on you gain performance fuel mileage horsepower how the
engine runs throttle response temperatures things like that now what would happen if you went to the
test cell now and out that when you go up in altitude you lose less of that hand pushing
down on that fuel so you have to increase something and that's called vacuum like a dirty filter
which creates more vapor we don't have any effect on atmospheric pressure going into the cylinder
but we do affect the fuel going to the engine
you kind of touched on one of my pet peeves earlier Patrick and I want to before I forget
and it slips my mind I want them I want to touch on it and that was what you said about a customer
looking towards fast when they maybe when they need a 165 or when they build bigger power if I
understood you correctly and yeah it's kind of one of my pet peeves because I've even you know
traveled around worked my way up from sales rep even before that I sold fast in my own
shop years ago but when you meet somebody that says well my truck stopped I shouldn't need a fast
and it couldn't be further from the truth because chances are I mean not every situation exactly the
same but you know if they've got to see before if they they don't want to have injector problems
there is a huge benefit for adding a fast whether it's stock or mild wild build whatever
so we just because the truck stock or makes 2000 horsepower those injectors are still expensive
the high pressure pumps are expensive we can help and then and I I always I just kind of giggle a
little bit whenever somebody says oh my truck stopped but I find out that they're using that
in a hot shop business running 70 80 100 000 miles a year and that can actually affect their bottom
line in a very positive way whether it's in a pickup or they're doing it in a semi that's exactly
that's exactly the way I meant it because when I even before I was in this industry and just having
a diesel truck and you talk with your friends or you just would look around online people would
just tell you you don't add that till you want 600 horsepower 800 horsepower you're going for
something bigger and I think that that that perception it's still prevalent in in the
industry or prevalent if you're searching for information so what you just mentioned there
Jeremy and Brad together it it completes the picture of it isn't just designed for an 800
horsepower street truck or a UCC truck it's something that actually benefits a bone stock
truck that is just daily driving or hot shotting or doing something like that and that's what's so
important that message fuel air separation was designed on a bone stock semi engine that's what
we designed it on because it wasn't running right and we were living in a warranty department
and Harold Webb at Cummins showed me the service topic of why your filters not flowing
when you remove it on the pressure on the suction side and that's where all that you know caterpillars
told us that there's a 10 percent air and fuel stationary and you can't even see it
Cummins told us why that filter is not full on the suction side when you remove it
and it told where where that air is coming from besides natural leaks things like that bad fuel
line bad fittings 90 90 a 90 degree fitting is worth about 13 feet of fuel line restriction
not a mandrel bin but a 90 degree fitting well I love I love jumping into these topics because it's
people love education and they want to know I found the last five or six years like the focus
from what people ask us is how do I make my truck my truck last longer how do I protect my
investment and especially recently like you touched on earlier Brad diesel fuel prices I think fuel
prices is always a concern but especially recently people are really noticing the difference what
they're paying at the pump and then they start to ask questions what can I use to get better fuel
economy how can I protect this and I know the benefits of fast kids I put them on trucks that
made more than stock power and I did it just for being able to supply my cp3 with more fuel I wasn't
necessarily thinking about air and water separation and that kind of stuff but as I've gotten older
and my uses of my truck have kind of tamed down a bit I'm thinking more about I want this thing
to last or how can I squeeze a you know some better fuel economy out of my truck versus
when I was younger and just wanted big power numbers all right do you live in Pennsylvania
no I'm in Denver Colorado okay well you know about altitude then yeah the other thing that
we do very well we have so many when we designed this we were trying to fix inconsistent performance
and fuel mileage okay and we did it was very inconsistent now if you go under like Cummins
and get in the troubleshooting manuals of each of each engine okay it's been a long time since
I've been in there but if you look at hard starts inconsistent performance poor fuel mileage erratic
idle horsepower inconsistent horsepower if you go under a lot of these topics of issues that people
have it'll give a list of everything that can be causing a problem from electrical you know issues
to whatever but there's one thing that was common in each one of them it was air
our fuel restriction and that's what we address and that's what that test cell that's what that
test cell you know silence that that's that's what that test cell addresses not the temperature
and air but it's that I guess of course pretty consistent for them but the agitation is sloshing
the vapor the vacuum and all that as your fuel gets hotter and if you want to increase vapor also
our fuel starvation heat the fuel up and then suck it up with the vacuum because the thinner the
fuel the more vapor you have under the same vacuum and to me that test cell example drives home the
point that we know if because because what what we're speaking of would be OEM whether it be Cummins
or or Detroit or whoever we know that typically in their engine test cells that they that they know
so they're taking steps to set them up for success so the engine performs the best that it can
for tuning purposes for EPA or emissions output exactly EPA so if they know it well then when
we get it out on the road you don't have the I haven't seen a truck yet with a fuel tank on on the
roof perfectly stationary on the gyro that can't move right not not reasonable but they know it
and we know they know it but through a fast we can give you that same scenario and then some
because we can turn around and take out extreme levels of water dirt and we haven't even touched
on heating fuel and are being able to prevent gelling in the winter time something real quick
I wanted to bring up and I'm sure you guys have had this question or heard this statement it shows
on the phone or anytime you guys have been in business and somebody in the comments on YouTube
I know will say this they'll say well they just want to sell product they just want to sell something
that I add to my truck I don't need it and the part that jumps out to me so much is if Cummins
knows it and Caterpillar knows it and all these other huge iconic brands that have millions of
vehicles out there and you know in the world if they know this why shouldn't I pay attention to
it as a truck owner or a fleet owner or somebody who depends on this truck right I want to answer
that one yeah but they're so intelligent why they haven't seen before problems
if they're so intelligent why did Packard send that engine over and they had internal emails
knowing that this problem was going to hit the US before they sent that engine over here
and cause people to literally go out of business sell their trucks sell their business close their
business declare bankruptcy and maybe sell their house why do those son of a bitches do that
because they have an ego it's called the NIH syndrome not invented here
why did they put a Carter fuel pump that probably cost 30 to 40 dollars on the 98 and a half through
02 Dodge this you know 30 to 40 dollars on that pump and cost themselves what a thousand dollars
of $1500 to repair we have some idiots in this world and most of them vote Democrat
there's no one like you and there never will be from the producer about medium rhapsody
there are many legends but there is only one
Michael ready PG 13 in theaters April 24
I don't know if I could top that
I do I do want to take a minute and brag on our amazing team because I think it I think it's
perfectly aligned with what we're talking about and that's the fact that if you could only hear
our training we're training this morning where we took an hour out of our day and I don't mean
two of us Brad and I I'm talking about we probably have what 20 people on a on a team's meeting this
morning one of the things we talked about was how our main goal is customer service and helping
so when somebody says well you just want to sell product well yes a lot of business especially
capitalists you know people that vote conservative typically they want to make money yes I agree I'm
not going to deny that more importantly what we talk about what we trade on are helping people
I love and our team loves nothing more than to listen to somebody explain a problem they're having
and and helping them to solve it more importantly knowing that that is a problem and hearing it
over and over and over again getting the word out and preventing others from even having
even having to deal with the problem to begin with which is why we talk about paccar and cp4
guys if you don't subscribe to this right here listening and you don't subscribe go do your
research look up the failures from those pumps look up why people are spending large amounts of
money retrofitting engines to get away from the cp4 but read the read the data lack of lubrication
and others of course but it's the quality of the fuel lack of lubrication it all attributes to
or contributes to those failures and we know that we help with that so yes we want to sell product
more importantly we want to help customers dealers that out there that support our product and
that's really what we're all about and we train on it we talk about it I just wish
more people had insight into those meetings so they could hear how passionate we all are because
we're just a bunch of truck guys from brad all the way down to the deck plate level we're all just
we're all a bunch of truck guys who are passionate about our vehicles products for vehicles and
learning oh that's what I wanted to try to get into the podcast or why I love it is you know
your guys this time is valuable and you're sitting here talking with me about a business and a product
and really issues that exist with diesel engines so when I see comments it doesn't even just have
to be about fuel systems it can be about engines and someone says well they're just trying to sell
product and I know there's documented issues of this failure at the oem level and somebody's
coming to product to be able to solve that so you don't have a twenty thousand dollar bill
or a ten thousand dollar bill so yes you're going to sell a product but it's not being addressed
by the oems but there's companies like fast that are stepping up with their expertise
and their passion and saying hey we can deliver this solution to you so you don't have to spend
ten or twenty thousand dollars before I had that class eight truck I knew nothing about fuel except
for you burned it okay then we had that engine there's a 444 come in supposed to be the engine
of its time and we were we kept going in with the complaints and they said well and we'd ask
are other people experiencing this oh no no no no oh no no no one you're the only isolated incident
well you had a cb back then and then you got to go into truck stops you'd be sitting down
and you find out that you're not the only ones now we have social media so word spreads
because in the past they could keep it somewhat silent say you know what we've never heard of
an engine blowing up all of our engines are perfect well why do you have a shop that rebuild them
why do you have a shop for warranties and and I was looking when when Jeremy speaking
he did not do this on purpose people but if you look at his truck outside of his window
you'll see fast but then you'll see solutions and that's our really our umbrella company
because we've started quite a few companies and we have we have quite a venture on where we're
going to go but it says solutions after that we are a solutions company when it comes from
motorsports side or the egr solutions or the fuel system side we are a solutions company
when people say it tell me that they can sell ice and eskimo that tells me they're dishonest
okay because I can't sell something I don't believe in and if you want to just talk about
quality of our pumps no one will beat our quality okay none of our competitors will be the quality
of our pump no one will beat how quiet it is for the fuel flow rating the pressure rating
and how long it'll last no one especially especially we kill everyone in cold weather
they can't they can't touch us because I built these things for semis that's why they were noisy at
one time they were built for semis they're still built for semis first but we've learned how to
quiet them down no one will touch us in removing dirt down to two micron absolute other people
ratings I'll put two micron five micron but it's nominal that's 50% on the first pass that'll get
anything to micron and bigger on the first pass or 98.7% when it comes to water separation
we're the the only one right now that will improve water separation over OEM
no one can touch us we used to be normal okay like our competition they they filter out around 60%
of the water 55% we found that out with third party testing and we went on a hard hunt to
actually outdo that so no one can take out the water the other thing is if we ever reach capacity
what full maximum capacity of the water being held a cellulose filter takes off and clocks out
they go home and let's they let the water and fuel pass and wipe out your fuel injection system
we actually shut you down to where we don't shut you down with the fuel injection system
we shut you down with the filters locking down filter locking down stopping anymore anything
from going in that way you all all you have to do is change your filters and possibly the fuel in
the tank but not have to order a fuel injection system we're the only ones that do that we're the
only ones that also pack in if you want to go to extreme cold weather like I just did I went to minus
35 degrees straight number two fuel from Mississippi no additives we went to the Arctic Ocean and we
have video of this and it was the coolest trip ever and I went to minus 35 and started up like
there's a warm day now the engine was plugged in because I'm gonna I don't do anything with oil
common question we get from you guys a lot is hey I need a diesel engine I either you know I can't
wait this long to get one or normal place I get stuff from it it just takes too long or I don't
they don't have the parts in it that I need maybe my truck's not stock or I tow heavy with it
I don't want to go back with just a stock engine DFC diesel is a sponsor of the podcast we worked
with them you know hand in hand on doing episodes answering technical questions they have a complete
lineup of Cummins Duramax and Powerstroke remanufactured engines that are set to a standard of ISO 9001
2015 standards which is a huge deal in the aftermarket and there's certain levels of quality
testing validation that are required for that so you know when you get one of those engines the
type of quality that's built behind it with an industry leading warranty that's really comprehensive
and you know the other thing with that is you know sometimes the options that are out there it's
just it's a basic OEM engine you want a little bit more you don't want to have the same failure
again so there's a bunch of different series of engines that they have from core street tow haul
and also the speed of air series which we've covered on the podcast before there's a lot
of really cool benefits to it and if you have questions about that reach out to them if you
don't know the type of engine that you're looking for if you go to dfcdiesel.com there's a ton of
info there you can send an email or you can reach out to them also they're working with speed of air
pistons which it's the only piston that pays for itself and there's a lot of really cool technology
behind it so you can add that into your build and be able to get better fuel economy you know
increase power increase torque and better engine life out of it you know some of the most common
engine applications or series of engines that they have with that lead time a lot of them are in
stock or they have really short lead times so you can check your favorite retailer or go to
dfcdiesel.com check them out see what's in stock see what you can get if you have questions maybe
you want to do you know something that's outside of the normal series of engines they have tons of
choices for rods cranks pistons the valve train upgrades tons of different things so if you're
videos and i'm glad you brought that up because i saw videos i think you're visiting different
dealers way up north and one of them i don't know if it was i think it was like maybe early morning
it was dark out and you rewrote started your truck and you had the temperature you could see it on
the app on your phone like how cold it was and that just jumped out to me so much because cold
that's when our trucks start the worst it's when it's hardest to get them started or they just
don't sound good and it just the way i fired up in the way that you could show us on the screen so
i was really curious to hear more about that trip and just some of the extreme temperatures or
conditions that you faced when you took it well that trip was awesome i got this is a sapphire
south central diesel in haldridge nebraska and they told they were telling our followers what air
does and what water does to a fuel injection system send out an industrial injection with kodi
and he really dug in with the micro with um microscopes and everything else and really dug
in and i always i always pushed away from and you know what this goes i use people didn't use their
vehicle a lot i tell them not to really put a fast one because i always thought that piston had to be
going up and down to save the money to make the money okay and reduce their costs but after kodi
showed me what water does when it's sitting in the fuel system not moving and it's corroding
i was like obby dang i've been telling all my boat friends here at lake of the ozarks i said
i wouldn't put it on a boat here because you guys don't drive enough they go to a cove and they party
we could send that we could help them with their generator
we'd quiet it down and cut down some of the smoke you know the smell but after that i was starting
to look at vehicles on the side of the road when i was hard headed to the arctic that were down for
the winter or whatever i'm like those things are rusting they're just rusting inside so kodi really
helped me out a lot with the microscopes and then i went to see lenny at dynamite diesel and that
was a great visit and these all these guys at you know south central industrial um i stopped by
david's auto the great guys there and got to know them in salt lake and just a really eye opening
because i don't know how to take a fuel system i can take it apart i can't put it back together
okay neither but it was so eye opening
so then i headed then so it was a two-part trip i wanted some promotional material true
promotional material because i believe in truth and truth and advertisement okay and i'd rather
understate and overperform then we went to the arctic ocean and guys that was the coolest trip
i've ever been on i would only go there in the winter because it's less less damaging to your
vehicle because of the roads it's packed with snow and ice and i met some great people up there i
met about 10 people that was following me on social media they actually came in you know said hi while
i was filling up or whatever met some great customers up there all the way and end of it and new
vic is how you say it that's the last town with hotels before the arctic ocean before you go to
tiktok yacht hut yes i can say that now um i was on the ice roads and i ran into a gentleman
i was on the ice road and i something told me to pull over and so i pulled over and he was texting
with one of my wds that he was behind me on the ice road between a new vic and clavlic that's
you can only get to that town by water or ice road
wow did we pause sorry i hope i didn't step on anybody i thought brad stopped because you said
something and i want to make sure we don't lose it because i wouldn't be i wouldn't want to end
this podcast and not talk about uh what gave brad the insight on temperatures fuel temperatures
gave him the ability to remote operate his heaters on the systems in his truck
because it is you ask about new product it is one of our another example of an excellent new
product that we brought to market and that would be fast connect and i i had a hand in the development
and the design and i was literally just enamored with with the reports back from brad on that trip
which by the way guys i i told brad that i would be probably better suited to be in key west
listening to reports maybe watching videos of him as opposed to the arctic ocean because that's
what my body's made for but in all seriousness i was just blown away with the things that that
was learned how far he pushed everything and his ability to monitor temperatures to see
when if something was becoming partially gel because of differential pressure so
brad i don't want to steal any thunder there because you were there but i'm excited about fast connect
patrick do you have any questions on where i've gone with that so far
with the trip or the fast connect the trip it was i think it was just the the extreme temperatures
and how quickly the truck would fire up and how it sounded that really stood out to me and
we think of or i think of all the different climates the diesel truck owners use their vehicles
and we do have a lot of listeners in canada and i know that there's a lot of extreme temperatures
that can be there so in my mind i think if it can survive there and it can perform well at
whatever minus fahrenheit degree it was in different parts you're at i mean maybe that's
the question is what was the coldest like temperature you saw our cold start you had when
you were there the coldest cold start not running into is minus 35 we're gonna go back we're gonna
be there two weeks prior to christmas this year because i hear that they get minus 50 minus 55
and it's that's actual temperature not wind shield i going down the road i saw minus 39
and we seem to hold of my memory is correct we seemed about holding about 40 to 45 degrees
warmer in the tank than outside okay going down the road when you go down the road you have that
wind taking the heat away that's where it does make a difference but it was minus 57 with wind
chill and everything else fit um when i was at the Arctic ocean at that pole there's minus 57
that day and what was interesting and a gentleman followed me and the tuk-tuk-yuk-tuk and he
wouldn't know what i was doing because he was a contractor and he has so much so many problems
with his diesel equipment and so we're going to be helping him out we have a guy at the reindeer
station on the ice road that i was doing some drifting videos when no one was around and he
wanted to go slow and see what i was doing so he watched and then i got to speaking with him and
he showed me his hunting lodge and it's all ran off of generators and he has major problems
keeping the generators going because he has 56 000 head of reindeer and you can see it if you would
google um and uvic and uvic to clavlic and you scroll in a little bit you'll see on about the
first quarter of the trip up north where it takes a sharp hairpin left you're going to see it reindeer
station he owns that and so i went to his reindeer station i met some awesome people up there i mean
nice is all out um i'm trying to work with another guy that owns it he built the highway
from in uvic up to tuk-tuk-yuk-tuk um he built that highway he has all the equipment as then
they're talking to him about our product he goes i think i have this on my truck now so we went out
and he had it on his Ford i can there's so many people that have it on their pickup trucks but
not their heavy equipment guys forget about your pickup for a minute i'm making so much more money
on when you're using that equipment day in and day out i'm making so much more money with that
and then he goes why is it cavitate what's it why is it making that noise i said it's
cavitating it's low on fuel he said oh it is i'm almost out of fuel and you had to go fill up
so but i believe and we learned some limitations of our heaters they have to have electricity so if
you're you have a agm battery agm batteries from what i was told by the guys up there that live in
that minus 30 and colder they don't work below minus 30 you go to the lead acid batteries so
we're going to be preparing our trucks so we're not testing batteries we're going to test our system
because i want to freeze up so we're taking two trucks this year data logging everything
because we have a data a major we have johnny boward he had 27 years experience with mercury
racing he brought out the 450 r and a major hand behind a 500 r so we're going to be data logging
everything and doing this trip again and seeing some of the customers that i made up there because
we had the guy below in nuvik that put a couple systems on and he's testing those now because he
saw what i was doing and we go up there with big trucks big signage and everything else so
i just thought of a question while you were talking about these different interactions
that you had brad is if you talk about the importance of meeting the end users the people
who are actually having diesel trucks or equipment and how that allows you as a company as a brand to
stay connected to who your end customer is like to skip the social media part skip the post skip all
that and talk to the person that depends on this vehicle or equipment to make a living stay warm
go to work how important is that you know what we have to see what is needed i don't want to just
build something i like fixing problems i like building things um i don't want and i've actually
told people um i met a guy in new uh north carolina years ago he was at a show he drove his truck
about 15 000 miles a year kept his truck for three years no mud on no modifications and he wasn't
in cold weather i said you're not getting out of warranty you're not going to have major problems
with that truck it's an icp4 or pakar you know i have major problems he didn't have a hot tune in
there that needed the fuel flow and i said i don't you know what if you want to be cool like me
you can buy one but he knew i was messing with him but i said you don't i don't need you know you
don't need to spend your money with me so it's fixing when you have integrity you you don't
just try to sell crap how's that i think well it makes sense to me because i think a lot of
a lot of the market can be just that and and one of the things i love when i talk with companies
you know people like yourself is being able to show the personality or the principles of
the brand behind the logo that necessarily might not people might not know and so i think that's
really important when people make purchasing decisions is who are you supporting why do you
support them what are what is their focus like i loved how you said solutions that jumped out to me
as far as being part of the acronym is you're focused on a bunch of different solutions you
mentioned the like the dr solutions i love that episode i loved learning like no one else is
doing that no one else had thought of doing that um the vapor the air the the fast connect like you
you brought up to me i do want to chat with you a little bit about that before we wrap up the podcast
because that was so cool and it connected so well for me sing brad hold up his phone and seeing all
that data there and then the truck start and i'm like that sounds better than my truck starting it
like 20 degrees yeah and just being able to see all that it's like you're giving me the data and
the info i want is a truck owner right on my phone and it's like we have 2026 technology with monitoring
our fuel system let's talk about something no owner wants to talk about and i'm gonna i'm gonna
open up a can of worms no owner wants to talk about failures okay we do have failures they're
right around a half a percent right now okay our failures if you run our systems long enough over
that you know 20 25 000 hours million miles you know you're gonna it's going to quit on you it will
and i hate when i put someone on the side of the road i really do the only thing that lets me relax
a little bit is that i know no one can beat us uh l five p the phase three pumping the tank
no one can beat us you know if it fails on a semi we put a bypass in there
that's the only thing that gives me what really bothers me though is when i'm doing everything
to help people out and we have a gentleman call us his truck was burned up not due to the fast
and he he clarified that on a call we have recorded he wants us to warranty the burned up unit
and then he gets pissed
that's really bothering or when someone doesn't even buy the unit from us and it's on his truck
and he buys it in texas takes it to alaska freezes up up there wants us to give him a heater kit
we won't give him the heater kit so he wants us to give him a new pump
and at the same time he shows on social media that he has to put a hair dryer on it
to warm up the filters i.e. what our heater kits do
also going down the road he doesn't have to keep buying extension cords to get him heat
going down the road with a hair dryer on it in a box but but what we have to put up with
you know when we make a when we make a mistake it gets us we keep a track and germy can dig
into this and then i like to tell you about the fast connect how you've really used it
to ensure that i was going to start when it was cold the next morning
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but we've done so much to that department to improve communications callbacks we have people
that call us 20 times and will not leave a message in their pissed that we don't call them back
now we even call back missed calls
we want to make sure that we're helping when we can and by the way i may have jumped earlier
because i was excited about connect but i swear brad's freezing up so i'm like oh he stopped
talking i don't want to i better fill in the gap so that's why i didn't mean it if i did interrupt
i can't tell because my video is freezing so i apologize but i do want to expand if i could on
what he's talking about about we get disappointed we take this stuff personally i i'm speaking this
is i'm not a trained monkey by the way i'm a diesel enthusiast but i take it personally when
something fails or when we if we fall short you know we we're not perfect guys we made we have made
mistakes myself as a company we made mistakes but we do learn from it okay so i you know if you're
listening to this you're like well fast made me mad 10 years ago and i'm just done with them
i can appreciate that i've been mad at a company and been done with them too
but i want you to know that we do we do learn from our mistakes our opportunities and we we
invest heavily we spend a lot of time in training and adding staff and and technology to to make sure
that we're we're learning and growing and and keeping up with failure rates and brad nailed it at
half a percent or less we get quarterly reports and they're all created and tracked and i mean down
to like 15 different criteria of what caused the failure and we're constantly focusing on
how can we prevent that failure how can we stop it we want zero we'll probably never get there
but this doesn't mean we're not going to try i appreciate that as a consumer because anytime
i've ever come across a product and i'm told that's never had a failure i just walk away
because i know yes i know it's not true but what matters to me is i understand mistakes happen and
how is it handled you know and i might be inconvenienced a little bit but i mean i decided to modify
my truck or i decided to add something or buy something but i mean companies have made me a
lifelong customer off of a mistake before and how they've hailed and that's meant more to me than
the issue i might have had up front can i tell you about how i ensured that i was going to start
the next morning yeah it was it was neat because i was learning how to really use this fast connect
i was not heavily involved in on this i watched it being built i had a little bit input but i
didn't really didn't i jeremy this is his baby okay so i'll let him run and it's coming out and
it's gonna it's evolving already and i could i could turn on my heaters from my bedroom my second
story bedroom the hotel room and let the heat radiate okay and break down the wax or whatever
and that's at minus 20 in the tank minus 35 outside is minus 20 in the tank but before
i shut the truck off you know i could go fill up somewhere i was doing a lot of miles is 11127
mile trip wow yes and and it was not easy miles the first miles were easy because i had i flew home
from uh fort st john because it was colder in missouri than it was up there wow so i flew home
for a week and anyways but when i'd fill up when i was traveling within an hour i've circulated all
that fuel in the bottom tank i had three 100 gallon tanks in the bed okay but i was operating from
the bottom tank that my smb tank which i love and but when i'd fill up i'm going down the road
within an hour and my 140 gallon per hour fuel system on my truck i've circulated that fuel
so i could tell between the clean side of fuel pressure reaching the engine and the dirty side
that would cause restriction of his plugging up if my fuel pressure would start dropping
going to my engine and then my my differential pressure my pressure on the dirty side was shooting
up i know i just grabbed something so i could see if it was grabbing anything and i never ran into it
on that trip so if it's sitting there teeter tottering on me i wouldn't know and if it got bad
i would know that when the best time to change my filters would be when it's everything's warm
the fuel's warm and everything that'd be the best time to go change those filters put clean ones on
prime it up because can you imagine if that fuel is looking like oil you put your filters on dry
turn your key on and then start the priming process and you're trying to suck oil up yeah
do it when it's warm the fuel so i was able to watch each stop to see what i grabbed now when
i got up there what i was able to do is run that down and we got rid of the quarter tank issue
a long time ago because i could run and i think i ran it down to two percent no i think i bumped
zero percent on my fuel gauge i didn't want to hurt my cp4 my injection pump so when i got down
way low way way low and i was also showing that we didn't have a quarter tank issue i'd pump some
fuel from the up above the straight number two fuel that i got in Mississippi i'd pump it down
there and pump about 10 gallons in i'd run that down low and then fill it that way i got rid as
much as that blended fuel i could and do my test so i could really turn on my heaters let it bake
for a while we have precautions that the heaters will not drain the batteries too much or where
you won't start so but it's a great tool and it tells percentage of life left and when i did the
minus 35 start with basically no heater because my batteries were not operating correctly when i
first started it it only had about 12 pounds to the the injection pump and about 88 pounds on the
dirty side but once it started running and the heaters started kicking in then i'd go up to 10
percent life 20 percent 40 percent 80 percent and hang there for a while until it got really a
lot warmer and then it got to 90 90 percent and then hung at 90 percent so you can see the condition
of your fuel that's so cool that that was just that was one of the things in recent memory that
jumped out to me is like such an awesome product or app and just all that information and like to
tell us a bit more about it Jeremy like when like how will we use it when do you think you
guys are going to release that like how do we operate it because i think a lot of people are
going to be curious and they're probably going to like go through your social media watch brad's
cold start see it because that helps see what it actually does Jeremy let me jump in first yeah
we'll send you one they're already out oh we'll send you one would you like one yeah i'd love one
okay send me what do you mean oh yeah for sure we'll uh we'll make that happen patrick so uh yes
they're already out we um we released them fully during pri and started shipping first of the year
we've got several hundred out there in the wild doing amazing so at the end of the day it is a
monitoring system it was built from the beginning to be stand alone so the ecu requires power and
ground and then it can accept up to five sensor inputs okay uh because we knew we at first we knew
we wanted a pressure gauge because that answers the age old question of how do i know when it's
time to change my filters how do i know if they're becoming partially plugged because of
contaminants water or what have you so but we we we just can't do anything basic like that we had
to triple be it it's a running joke inside the company but bigger better batter brad right so
we made it stand alone you don't have to plug into an obd2 or diagnostic port you can install it on
a pickup a generator a tractor a semi a boat motor coach typically motorcoats exactly we typically uh
we we want to make sure that we don't have to interact with the ecu or the vehicle uh because
we've struggled with multiple things needing to be uh connected to that obd2 port for example
trying to use splitters while running some type of a monitoring system on top of an ELD on top
of a set of electric steps that may access that and we have struggled within our own fleet over
the years with reliability problems so uh it just made sense to be stand alone okay we wanted that
versatility we allow up to five sensor inputs so that we could check that box for pressure if you
had a second pressure transducer you get filter life the ecu will monitor and calculate and express
that in a percentage not only on the app that we talked about which is downloadable by the way people
can download the app right now um but definitely needs to be used with the fast connect but also
a two to sixteenth gauge that can be mounted in a traditional fashion you can mount it in a
maybe a pillar pod a bullet mount on the dash we actually are releasing a suction cup window mount
here shortly um but uh we wanted to be able to give you both and we also offer it in a light version
or what i call a stripped down version but the light um comes with the ecu just maybe that there's
a tech person out there that doesn't want a two to sixteenth gauge we wanted to give you options
being able to add up to five sensor inputs now we bring in not only pressure but temperature
we have a pyrometer so a transducer by the way like pressure or temperature doesn't care if it's
plugged into a uh a fuel galley right into into a fast system or another brand of aftermarket fuel
system for that matter but it can also monitor within the parameters or limitations of that
transducer um it can measure temperature of fuel water air oil um same thing with the pressure so
we we have a lot of options and each of those can be customized on the app and on the gauge
as far as the labeling set points for alarms uh we wanted it to be very intuitive and i'll tell you
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twice on this podcast we are all enthusiasts we are truck guys and yes brads ride it i think i
cleaned that up in my brain years ago but it's the amazing team that we have here that helps to
bring it to fruition to to the market and added so many more points and that's what made it such
an awesome solution tell them about the bluetooth great point um if you if you people listening
don't already know i'm i am a motorhome guy i'm actually sitting in my office and my motorhome
is parked right right close to my desk i've always been angle it there i can do it you can angle it
over there yeah i could angle it over i have because i have a significant motorhome habit
and have for years i know well want to know what it takes to install a fast on a coach okay where
you have a fuel tank maybe midway of the coach or up by the front axle and a diesel engine in the back
i know the complexity of that but more importantly i know what it's like to try to pull wire
for 40 45 feet or more and it's tough so when we develop this we actually leverage two different
wireless technologies so uh bluetooth and i'm correct me if i'm wrong class five if anybody if
a tech guy out there might want to correct me but class five which means it's very very strong
bluetooth which is why brad was able to um turn on and off the two relay options that we have built
in so that they that connect can connect to a standard automotive relay and using bluetooth class
five a cell phone or ipad or android device can connect to the ecu receive the data and operate
those two relays now between the two and a sixteenth gauge and the ecu is also wireless and that is
like brad said a true commercial grade and we're talking bluetooth on steroids guys proprietary
two plus mile line of sight not that you would ever need it but it is very powerful wireless
technology with um excellent excellent we've been working on this project for two years we've been
testing extensively on all different applications you can literally have the gauge going we have a
we have a huge facility in washington missouri and we can have a unit in test running at the back of
the building going through multiple layers of sheet rock into the offices up front and still
transmit clearly and reliably so what that means is when you're installing you don't have to pull
wire between the ecu and the gauge that industrial grade wireless on steroids takes care of that for
you and then for you those that don't want a gauge you have the app so that you give you that inside
as well but i don't i want to be clear on something i could not operate the heaters that far away
um when i can operate i could operate from the second floor not the fourth floor and i was about
200 feet away from the truck when i operated the heaters so we're we're working on some
options to be able to um i want to see if we can do wi-fi because if you can start your truck like
when you land if you land and it's it's you know and you're in uh kebek or something and you land
you can wi-fi and start your truck while we want to wi-fi and be able to start the heaters
i can definitely see a pro version in our future um where we can give maybe iot like
brad said wi-fi so we're not done we we continue to push whether it's a fuel system or an amazing
standalone monitoring device we're going to push the limits that's that's really really cool i'm
glad you guys brought up the uh the bluetooth because i i mean from the video brad you looked a
little bit of a distance away from the truck and i was impressed how you were able to monitor all
that and i i would never need to go farther than that to start mine but i was thinking all right
what if i got some equipment or something a little bit farther away so it helps to understand
how i can use it and then like the standalone ability to be able to run other transducers or
other sensors and be able to see things that's so cool and then bringing it to my phone so
i'll have our phones where they're always on us and be able to integrate my truck into that and
then know how to maintenance my uh my fuel filters or just you know be able to start it and uh and
heat up the fuel was was so cool um this was a really fun podcast it was it was so cool to talk
about new things you guys have coming up hear about your trip brad which like i said is it's
this extreme testing of a fuel system like i'm never going to be minus 35 but i know if you
can do that and the people that you met and they're using this product it's going to work for me here
where it might see zero a couple days a year i'm i'm perfectly fine here so it was it was great to
hear what you guys are working on um at fast connect is so cool i appreciate you guys sharing
information um about that and i love seeing the the new products that uh you guys are coming
out in solutions for us like you mentioned before that trip was a bucket list trip the animals that
i got to see the people i got to meet i had the best mexican i couldn't find mexican food from
the border of the fort saint john then i had mexican food and fort saint john is the best
mexican food i've ever had and not one mexican around then i had a white horse i had the even
better mexican food and the people i met but it was just the most surreal trip and now in the
middle of nowhere they had a ev charger so you know the government's brain washed but um but it
was the most beautiful peaceful trip i've ever been on it looked amazing i do remember seeing that
that charger i think you had a video about the charger that i saw on the trip but i thought
i think you said something like who's using a an ev vehicle here and it's a great point
because i don't know how you'd use one there but i tried to charge up the uh the truck so i
could have more amperage from my start from my heaters i'm glad that uh i'm glad you did video
for it and then i'm gonna look forward to this december when you go back up there brad and take
a couple trucks and and see that it's it's so helpful to see these products and the ways and
just the extreme temperatures and environments that they operate in and we can relate it back
to us wherever we're living and have our diesel trucks i appreciate you guys sharing
do you want to do an interview when i'm up there at the ocean i would love to do that that would
be cool i'm going to come inside the cab let's do it well let's do it that'd be cool i think you
visited let you know i think you visited supreme diesel when you were up there i had him on the
podcast i think the first year i started earning at supreme diesel and i had uh i'd met him a couple
times for some events down here and it was really cool to see kind of their shop i think you walked
through the front door and everything and and did uh like an interview with him we went to church
with him and him and his wife are just he's just ernie and kim are just awesome people
and they're they have just a high degree of integrity
and just great people and went to church with them and yes very cool well i appreciate your
time today brad and uh and jeremy and i'll mark down my calendar of brad to chat with you from your
truck when you're on the trip again and uh look forward to seeing this this fast connect and get
my hands on it and and uh highlighting it for people so they can start monitoring some stuff
on their trucks keep them running longer well you have a blessed day and we'll talk to you again
thanks brad thanks jeremy appreciate it bye bye don't forget diesel fans make sure and head
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media we appreciate all your support here in your 10 of the diesel podcast and look forward to
bringing you more of the content that you want to hear in 2026 till next time keep the shiny side up
you
About this episode
FAST Diesel’s Brad and Jeremy dig into what they call the “major flaw” in diesel systems: air and vapor in the fuel. They explain how their fuel, air separation approach protects high-pressure components like CP4 pumps by improving lubricity, reducing cavitation/galling, and stabilizing injection timing—benefits they say show up even on stock towing trucks. The conversation also covers new FAST universal drop-in systems, real-world fuel economy gains from a fleet test, and the recently released FAST Connect monitoring setup with wireless sensors and cold-start/heater control. Brad shares extreme Arctic Ocean testing at minus-35 to minus-57 conditions and why end-user feedback matters.
FASS Fuel Systems joins us today to talk about a major issue with fuel
that can rob fuel economy, performance, and might be destroying
injection pumps. We also discuss a recent trip they made to the Arctic
Ocean and keeping the fuel flowing at -35F.
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