AH64ID

Power steering fluid is often considered one of the most neglected fluids on a vehicle. Most service schedules don't cover it, and most people only think about it when something fails. But power steering fluid gets quite hot and worked, so it should be changed on a scheduled interval. Also the power steering fluid is what gives us power brakes, so its a good idea to properly maintain it. My truck just hit 60 months of service, and is at 49K miles. I was going to be under-hood for a coolant flush so decided to do my power steering fluid. I started off with the service manual instructions. This was a very straight foreword flush. To make it go easier the first thing I did was disconnect the cooler under the radiator and get all the fluid to drain from the system. Then I pulled the driver side fender-well and removed the hose from the bottom of the reservoir. Pre-draining the return system made this a easy, mess-free process. Then to plug the return port on the reservoir I screwed a 1/4 NPT plug into it. It got about 2 easy turns and I stopped. There will only be static pressure, and it should hold just fine. To get the return line to dump into a bucket I pushed a piece of 1/4" fuel hose into the return line and used the OE clamp to clamp it there. Then the hose was easily bent and put into a bucket. Then I filled the reservoir with clean ATF. (I chose Amsoil ATF, IMHO the best ATF one can buy). Then my wife helped me out a little. She turned the key on (engine off) and turned the wheel until i had fluid coming from the return line, so now I had full fluid agian. I once again ensured the reservoir was full (about .8QT if its completely empty). Now we started the truck per the instructions and turned the wheel. I held an empty qt bottle under the hose so I would know when to shut the truck off before it ran dry, worked great. We did this one more time, even thou it only calls for it once. Now I buttoned everything backup and followed the Initial start up procedures, omitting step 6. The only thing I think the procedure is missing is to pump the brakes while turning the wheels. I didn't do this and got groaning the first two times I pumped the brakes. I went for a test drive and had to add a bit more fluid again. I haven't driven enough to see if there is a difference, but I would hope there isn't, indicating I did the service early enough. All in all I think I used about 3 qts of fluid, thou I would have a gallon handy. I will do this service every 50K miles.

Where would be a good place to post it? I have some other 3rd gen tech articles I could put up too.

Haha.. I did the same, and just got mine also. Go with the 7977.

Here is a linky to what i did.. http://www.cumminsforum.com/forum/3rd-gen-tech-articles/220507-power-steering-fluid-flush-3rd-gen.html

Correct

Yep... mine is getting flushed this spring.. I just had the wifes 03 runner flushed last month.

It does appear so.. So I would expect its flow to be lower like the Fleetguard one for 00-02.

Then that is what I would go with!! The Amsoil PS fluid is rumored to be very good stuff... just a little pricey, but I have never priced PS fluid, all my rigs use ATF.

I personally have zero info on the PF7777, but have an email out to get some. I have gotten all my specs from Bladwin thru emails. Here is a link to some filter data I have collected. http://www.cumminsforum.com/forum/3rd-gen-tech-articles/150422-3rd-gen-popular-fuel-filter-data.html

Thats the same info I have found.. The PF7977 is a enhanced version of the PF7777.

I honeslty dont think you would gain anything. I gelled this winter and it gelled at my 20um filter, long before it got to my fuel heater. So with a AD or FASS you have to go thru 2 filters to get to the heater.

It certainly does help, mainly from the standpoint that the CP3 doesn't have to work to get fuel.. thus you are not robbing hp. Dmax's see a decent hp increase when they add a LP. The 10-20 range seems to be plenty. There are guys running more, but it hasn't been a huge provider of extra hp. On my truck I run between 5-9 with the stock LP and 3 filters.. I am in no way worried about the pump or lack of hp. When my OE LP fails I will put a Raptor in the system and will keep idle pressure at 13-15. For a CP3 I reccommend 2psi as a minimum. Not becuase below that the CP3 is hurting, but becuase 99% of people have psi gauges, not psi/vacuum gauges and between 0-2psi the guage isn't as accurate at 2-20psi... Just my .02

I do believe that when the HPCR first came out the FSM had 9.5 in it. I have heard about the reference before. But its the general consensus it was a typo and carryover from VP psi requirements. Consider the in-tank lift pump is internally bypasses at 8psi, and that the dmax CP3 doesn't come from the factory with a lift pump, operates only on the CP3's suction pump, which is also on the Dodge CP3. "The CP3 Inj Pump has a built-in gearotor-style lift pump, driven by the pump shaft - it will develop 20" vacuum at higher rpm, and is designed to pull fuel from the tank thru a filter." I have searched and searched the 2005 and 2006 service manuals and there is no longer a reference to a minimum pressure.

From everything I have read you want between 10 and 20 psi on a VP at all times... I wonder if people are starting to confuse CP3 psi's with VP's?? The CP3 just needs -5 - +15psi... Not a hard range to satisfy.

Looks like a good list. Nothing crazy, but all the important things.. clean air, clean fuel, good fuel pressure, and a trans that will last!

Have you flushed the PS fluid? PS fluid is likly the most neglected fluid in a vehicle, as its never thought about until something is wrong. I just flushed mine with Amsoil ATF last month, and WOW... what a difference. Good synthetic fluid is a huge improvement when its cold out. What year is your truck? Some 2nd gens appear to use a specific power steering fluid and others use ATF. All I can tell from your original post is 200x?

Its always a good feeling to be back on the road and burning fuel like you should.

2 stroke does some great things for lubrication. But I will say I am shocked at the "cleaner" results. At least in my truck it gummed my exhaust brake up to where it wouldn't engage above 1500 rpms, that was after going thru about a gallon at 10oz per fillup 1:450. Within 2K miles after I stopped using it my exhaust brake pressures were normal again.

I didn't notice the Freightliner part, but it appears to use the same fitler as the ISB in the Ram. The PF7977 "should" work.. I say "should" as I have only verifed that on the Ram apps, but like I said your FS1268 crosses to a Dodge app. Do you just have a FASS pump, or FASS filters too?

That makes sense as you run a bypass regulator.

Except that the lift pump are setup for a flow, not a psi. So take a stock system and put a 1/2" hose on it, I would expect the psi to drop. At a fixed flow if you reduce the resistance the pressure will drop. It will increase flow a little, but the pump only flows xGPH. The fuel filter on a 98-02 is rated at 23GPH, so I would presure your math on WOT is pretty close. The 3rd gen is rated at 60GPH.

Its a 5um absolute rated at 98% free water and 95% emulsifed water removal.

I would run the 100 for ease of install. Its still enough fuel for a lot more power than stock. I also would run it thru the OE filter bowl based on the AD's lack of f/w separation. Put a Baldwin PF7977 in the OE cansiter, its a 3rd gen filter and is rated for 3x the flow of the OE 2nd gen filter.

I have amsoil everywhere, even got the PS fluid changed out last month. I run the AME 15w-40 and have been getting good results. Should get 20K+ out of this change.

On my 3rd gen I used 3/8" compression fittings for my filter setup, so it would seem to be the same size line. I wonder what would improve if I went 3/8" life from the tank to the OE filter. I already have 3/8" from the OE filter to the 2um, to the CP3.