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94-98 Dodge 5.9L Cummins P7100 Tork Tek High Performance Overflow Valve

94-98 Dodge 5.9L Cummins P7100 Tork Tek High Performance Overflow Valve
94-98 Dodge 5.9L Cummins P7100 Tork Tek High Performance Overflow Valve
94-98 Dodge 5.9L Cummins P7100 Tork Tek High Performance Overflow Valve
94-98 Dodge 5.9L Cummins P7100 Tork Tek High Performance Overflow Valve
94-98 Dodge 5.9L Cummins P7100 Tork Tek High Performance Overflow Valve

Available Options

  • Part Number: OFV0xxHP
  • Est. Ship Time: Usually Ships By Next Business Day




For stock fuel systems, please check out OFV010 or OFV020 (OFV020 is biodiesel compatible).
* OFV040HP Use with lightly modified Cummins diesels.

* Fuel pressure range of 30 to 37 PSI.

* Raises fuel pressure at full power.

Available in 40, 50, 60, and for racing 70 HP.

Do you experience low fuel pressure at wide open throttle (WOT) and just accept it as normal?

Anthony Reames, the technical manager at Air Dog, asked us to solve the low fuel pressure problem with the famous P pump. Cummins owners report that the fuel pressure drops to as low as 15 PSI during full throttle runs. We jumped on this technical request because we thrive on a challenge. Solving problems is what Tork Teknology is all about.

The first thing we did is throw all assumptions out the window. We found that in most cases, they can be very misleading. Our slogan, that we live by, is "one good test is equal to a thousand expert opinions". This is how we attack a problem.

air-dog-test-flow.jpgAfter installing an Air Dog II DF165 on our '98 test truck, we routed the 1/2" feed line to an accurate flow meter and ran all the return fuel through an additional flow meter. The fuel pressure was monitored by a glycerine filled pressure gauge. The results (shown left) align exactly with proven hydraulic formulas. Fluid will flow a specified volume through an orifice at a specific pressure and specific gravity. Simply put, a fluid will flow more volume (gpm) as the pressure increases through the same size orifice.

inlet-hole-size-2.jpgYou may have asked yourself why Air Dog and FASS equipped trucks will show good fuel pressure at idle and cruise but the pressure drops at full throttle, to as low as 15 PSI. Take a look at the photo above. The flow meter indicates diesel fuel flow of 1.09 GPM. This is the volume of fuel flowing thru the inlet orifice at the base of the overflow valve. (see photo right) Actaully it translates into 1.14 GPM (multiply number by 1.0495 correction factor) flowing into and out of the P7100 pump.  That is the volume of fuel flowing back to the tank over the overflow valve. Yes, we tested the Bosch and TorkTek valves both. If you are using one of the old Bosch valves with the .168 inlet orifice, your fuel pressure will never allow you to win ANY competition event.



I'm not saying that the Air Dog and FASS are not good pumps. Both are quality pumps. The problem is the orifice leakage is too large and bypasses too much fuel to tank. This leakage produces low fuel pressure at WOT. 

We now know that the inlet orifice on a standard overflow valve will flow 1.14 GPM back to tank. This is how it lowers your fuel pressure and kills your diesel performance! If you run a 100 GPH (gallons per hour) pump, you are pumping 1.66 GPM. (100 GPH divided by 60 minutes/hour = 1.66 GPM) You are losing 69% of your pump volume thru the overflow valve. That's almost 75% of the fuel doing no work at all! Let's do the numbers for the DF165 which is rated at 2.75 GPM. If you lose 1.14 GPM to tank, 41% of your pumps capacity is LOST. Let's suppose you use the DF200 which flows 3.33 GPM. 34% of the pumps capacity is doing nothing for your performance 12V Cummins.

It's easy to see why Cummins P pump users are showing low fuel pressure at WOT. Too much diesel fuel is pumped through the overflow valve and back to tank. This translates into low HP and torque performance numbers. It could make the difference between winning or going home defeated.

Another problem that we uncovered was at a very specific pressure, the fuel flow over the overflow valve can be dead headed. This can be dangerous as the P pump needs fuel flow to help keep it cool. If you set the pump pressure regulator to slightly less than the OFV setting, fuel flow and pump cooling STOP. Also if you adjust the OFV by adjusting the shims, stretching the spring or adjust the Tork Tek overflow valve, the same problem can exist. The solution had to cure low fuel pressure and eliminate any possibility of stopping fuel flow over the valve.


We know from testing the Cummins fuel system, with the stock lift pump, that the fuel flow is .6 GPM max at 2200 RPM. The engineers at Bosch spent a lot of R & D time to make sure the P pump stayed cool at the fuel flow the lift pump delivered. The Bosch P7100 injection pump will run without problems for 300 to 500,000 miles or more! There are commercial trucks that have seen 1,000,000 miles with the P pump and stock lift pump.

The smallest of the four valves is the OFV070HP. This valve is for super modified, race only trucks. The orifice will flow .58 GPM at 40 PSI. So, even with the smallest of the valves, you will still have the same cooling capacity as a stock system.


How did we test for a solution? We machined 12 prototype overflow valves with replaceable orifices, similar to Holley carb jets. The beta testers could now replace the jet with a smaller one to the point where the fuel pressure was aceptable at WOT. In other words, the fuel pressure remained constant from idle to full throttle. Each jet change and fuel pressure reading was documented on a chart. In addition, I made the same tests on our '98 Dodge Cummins 12V.

It became clear after the testing was complete, which sizes cured the problem. Each size created a fuel pressure range at WOT. We also discovered that a very small chage in orifice size will make a dramatic change in fuel pressure.


To illustrate how fuel pressure can affect horse power and torque, one beta tester asked his brother to try the prototype valve on a dyno. The owner of Left Coast Diesel made a run with a standard OFV and then installed the prototype HP valve. The first thing he noticed was consistent fuel pressure across the RPM band. No other changes were made to the engine. He achieved a 27HP increase for 3 minutes worth of work. His power increased from 663HP to 690HP at 93 MPH. That 27 peak HP increase can be the difference between winning and losing.


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