Thinking of buying 2nd Gen - what to look (out) for?
07-31-2005, 05:52 PM
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Thinking of buying 2nd Gen - what to look (out) for?
I'm about 95% sure I'm going to sell my 1st Gen and pick up an extended cab 2nd Gen for the extra room. Right now I'm considering both 12- and 24-valve trucks, depending on price and what is available.
I know about the KDP issue on the 12-valve trucks, but are there any other issues to be concerned with? What about the 24-valve engines? I read something about the "53" block a while back - how common and how big of an issue is that? Any major or common problems with the rest of the 2nd Gen trucks?
Thanks!
I know about the KDP issue on the 12-valve trucks, but are there any other issues to be concerned with? What about the 24-valve engines? I read something about the "53" block a while back - how common and how big of an issue is that? Any major or common problems with the rest of the 2nd Gen trucks?
Thanks!
07-31-2005, 06:06 PM
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24 valves can have the 53 block 98-01. Some have it, some don't. Mine is an 01.5 and I made sure it didn't have it before I bought it.
12 valves have the KDP and a 98 12 valve could have the 53 block.
24 valves are notorious for the VP and lift pump issues. Just got a new lift pump put on mine with only 34k on the truck.
Track bars are junk on these trucks. I want upgrade mine eventually.
The autos are not the toughest in stock form.
5 speeds can have the 5th gear nut fall off.
6 speeds are tougher but definitely a heavier duty, notchy shifting tranny.
I personally really like the 3rd gens(much bigger back seat), but I like my 2nd gen so far.
12 valves have the KDP and a 98 12 valve could have the 53 block.
24 valves are notorious for the VP and lift pump issues. Just got a new lift pump put on mine with only 34k on the truck.
Track bars are junk on these trucks. I want upgrade mine eventually.
The autos are not the toughest in stock form.
5 speeds can have the 5th gear nut fall off.
6 speeds are tougher but definitely a heavier duty, notchy shifting tranny.
I personally really like the 3rd gens(much bigger back seat), but I like my 2nd gen so far.
07-31-2005, 06:41 PM
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Dan;
I just bought a second gen about 3 weeks ago. So far I've replaced the headliner, window switch, fixed blower relay, installed a fuel pressure gauge......discovered I wasnt running adequate FP......bought a new lift pump, and installed larger fuel lines. Now I'm a little concerned that my VP44 injector pump may be next. Also after the truck gets warmed up, at idle I've got a slight hesitation every 5-8 seconds.
Other than that,.........I love the truck!!
Before you buy your truck......I'd suggest having a reputable mech put a pressure gauge to your LP/ VP pumps, and verify that everythings ok, especially if your out of warranty. If the rigs been running around with a bad LP,........you'll likely be sticking a $1300 injector pump in her before too long.
I just bought a second gen about 3 weeks ago. So far I've replaced the headliner, window switch, fixed blower relay, installed a fuel pressure gauge......discovered I wasnt running adequate FP......bought a new lift pump, and installed larger fuel lines. Now I'm a little concerned that my VP44 injector pump may be next. Also after the truck gets warmed up, at idle I've got a slight hesitation every 5-8 seconds.
Other than that,.........I love the truck!!
Before you buy your truck......I'd suggest having a reputable mech put a pressure gauge to your LP/ VP pumps, and verify that everythings ok, especially if your out of warranty. If the rigs been running around with a bad LP,........you'll likely be sticking a $1300 injector pump in her before too long.
08-01-2005, 12:46 AM
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Are the issues with the VP44 because of the lift pump, or are there other issues not caused by a bad lift pump?
Is the "53" block a definite deal killer, or are the problems with them more random (like the KDP)?
I'd really like a 3rd Gen, but the pocketbook just won't allow that.
That, and all the added computer stuff really scares me.
Still, if I could afford one.....
Thanks, and keep the info coming!
Is the "53" block a definite deal killer, or are the problems with them more random (like the KDP)?
I'd really like a 3rd Gen, but the pocketbook just won't allow that.
That, and all the added computer stuff really scares me. Still, if I could afford one.....Thanks, and keep the info coming!
08-01-2005, 01:22 AM
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I've had my 98.5 for almost 2 years and the only thing I have done is put tires on and put fuel in. I dont know if everyone has the rear tires wear out so quickly or if it is just a problem with my right foot.
No problems mechanically but I will be getting a fp gauge very soon to keep an eye on the LP.
No problems mechanically but I will be getting a fp gauge very soon to keep an eye on the LP.
08-01-2005, 05:27 AM
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VP44 issues generally fall into the following categories:
1. Lift pump will not flow enough fuel, starving the IP and creating heat and lubrication problems. Eventually something breaks; often the rotor will gall and seize.
2. Early VP44's had quality control problems - burrs, etc. - which caused internal failures.
3. VP44 electronics sit on top of the pump and is prone to heated-related failure after so many thermal cycles.
4. Pump housing distortion can create piston leakage.
MY '01 & '02 VP44's were improved. Quality control issues largely disappeared, and materials improvements were made to the rotor and other internal components. However, these improvements did not make the IP a "reliable" component. The electronics remain vulnerable to heat, a bad LP could still destroy the IP, and there are still a number of cases where '01 and '02 VP44's have failed for no apparent external reason.
Fixes include a fuel pressure gauge (critical), some sort of alternative arrangement to the stock LP (can be an aftermarket pump like the FASS, a second "pusher" pump installed inline with the LP, or the new DC fix - an intank pump), and running additive with every tank for lubricity (like Stanadyne or PowerService). Recently there's been some discussion here about steps to keep the electronics package cool.
On the 53 block - that's a question of the buyer's psychology. More 53 blocks have survived than cracked and died. But it's a definite, known risk and you'd have to decided how comfortable you are with that. Personally, I would avoid a truck with a 53 block because there are a fair number of choices on the market and I like to minimize serious risks like losing an engine.
1. Lift pump will not flow enough fuel, starving the IP and creating heat and lubrication problems. Eventually something breaks; often the rotor will gall and seize.
2. Early VP44's had quality control problems - burrs, etc. - which caused internal failures.
3. VP44 electronics sit on top of the pump and is prone to heated-related failure after so many thermal cycles.
4. Pump housing distortion can create piston leakage.
MY '01 & '02 VP44's were improved. Quality control issues largely disappeared, and materials improvements were made to the rotor and other internal components. However, these improvements did not make the IP a "reliable" component. The electronics remain vulnerable to heat, a bad LP could still destroy the IP, and there are still a number of cases where '01 and '02 VP44's have failed for no apparent external reason.
Fixes include a fuel pressure gauge (critical), some sort of alternative arrangement to the stock LP (can be an aftermarket pump like the FASS, a second "pusher" pump installed inline with the LP, or the new DC fix - an intank pump), and running additive with every tank for lubricity (like Stanadyne or PowerService). Recently there's been some discussion here about steps to keep the electronics package cool.
On the 53 block - that's a question of the buyer's psychology. More 53 blocks have survived than cracked and died. But it's a definite, known risk and you'd have to decided how comfortable you are with that. Personally, I would avoid a truck with a 53 block because there are a fair number of choices on the market and I like to minimize serious risks like losing an engine.
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08-01-2005, 10:12 AM
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Originally posted by Cumns-pwr
when you guys say "kdp" on a 12 valve, what exactly is that? im lookin to buy one too. thanks
when you guys say "kdp" on a 12 valve, what exactly is that? im lookin to buy one too. thanks
http://thepowershop.com/index.php?pr=Killer_Dowel
08-02-2005, 10:38 AM
#13
Even a cracked 53 block is not a death sentence for the engine. First off, I think people are still getting them replaced through DC, depending on the year and mileage of the truck. (not necessarily in the official warranty period either) Second, if you have one and it cracks, there are several repair options out there that seem to work well from what I've heard. Do a search-you should find more on that.
08-03-2005, 01:27 AM
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Originally posted by Gear Poet
VP44 issues generally fall into the following categories:
1. Lift pump will not flow enough fuel, starving the IP and creating heat and lubrication problems. Eventually something breaks; often the rotor will gall and seize.
2. Early VP44's had quality control problems - burrs, etc. - which caused internal failures.
3. VP44 electronics sit on top of the pump and is prone to heated-related failure after so many thermal cycles.
4. Pump housing distortion can create piston leakage.
MY '01 & '02 VP44's were improved. Quality control issues largely disappeared, and materials improvements were made to the rotor and other internal components. However, these improvements did not make the IP a "reliable" component. The electronics remain vulnerable to heat, a bad LP could still destroy the IP, and there are still a number of cases where '01 and '02 VP44's have failed for no apparent external reason.
Fixes include a fuel pressure gauge (critical), some sort of alternative arrangement to the stock LP (can be an aftermarket pump like the FASS, a second "pusher" pump installed inline with the LP, or the new DC fix - an intank pump), and running additive with every tank for lubricity (like Stanadyne or PowerService). Recently there's been some discussion here about steps to keep the electronics package cool.
On the 53 block - that's a question of the buyer's psychology. More 53 blocks have survived than cracked and died. But it's a definite, known risk and you'd have to decided how comfortable you are with that. Personally, I would avoid a truck with a 53 block because there are a fair number of choices on the market and I like to minimize serious risks like losing an engine.
VP44 issues generally fall into the following categories:
1. Lift pump will not flow enough fuel, starving the IP and creating heat and lubrication problems. Eventually something breaks; often the rotor will gall and seize.
2. Early VP44's had quality control problems - burrs, etc. - which caused internal failures.
3. VP44 electronics sit on top of the pump and is prone to heated-related failure after so many thermal cycles.
4. Pump housing distortion can create piston leakage.
MY '01 & '02 VP44's were improved. Quality control issues largely disappeared, and materials improvements were made to the rotor and other internal components. However, these improvements did not make the IP a "reliable" component. The electronics remain vulnerable to heat, a bad LP could still destroy the IP, and there are still a number of cases where '01 and '02 VP44's have failed for no apparent external reason.
Fixes include a fuel pressure gauge (critical), some sort of alternative arrangement to the stock LP (can be an aftermarket pump like the FASS, a second "pusher" pump installed inline with the LP, or the new DC fix - an intank pump), and running additive with every tank for lubricity (like Stanadyne or PowerService). Recently there's been some discussion here about steps to keep the electronics package cool.
On the 53 block - that's a question of the buyer's psychology. More 53 blocks have survived than cracked and died. But it's a definite, known risk and you'd have to decided how comfortable you are with that. Personally, I would avoid a truck with a 53 block because there are a fair number of choices on the market and I like to minimize serious risks like losing an engine.
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