To begin with, I have been suffering with the 0216 code for a while. Truck has 140K miles on it and the code popped up at around 104K. I am riding this chihuahua till it falls over completely dead. My question is this, While tooling around at highway speeds the go pedal goes flat and the engine maintains whatever RPM I am driving at. More go pedal= nada. If you turn ignition key off and back on, the pedal reacts as it should by increasing rpms. Why would spiking the ignition circuit cause the fault in the VP44 pump to dissappear??? As far as the frequency of the VP44 doing this, it is intermittent, and usually occurs while travelling for 20-30 minutes at the same RPM. It also falters every morning after start-up until the engine gets up to 150 degrees on the temp gauge.

This issue is not a major thing to me, it is just perplexing how the VP acts like this. I guess I should be happy that it just did not outright quit. BTW, I have recently replaced the lift pump and have 14 psi at idle and 9 psi at wot. I do not have fuel pressure gauge while driving so I can not tell you what the pressure is doing when the VP does its cut out operation.

Thanks in advance for any insight anyone can offer to this perplexing scenario....


Gary

 

Probably won't hurt to try the APPS reset, might get you some more miles out of it.

https://www.dieseltruckresource.com/...n&onlynewfaq=1


phox

 

My truck has done this 2x and I'm at 81k miles with one LP replaced and I have a FP gauge and she's at 15 idle and 7psi WOT.

Can't reproduce the issue so I'm not going to worrying about it till she stops.

-CM

 

Phox, When I did my clutch slave cylinder replacement I had the batteries disconnected for over 4 hours. I attempted an APPS reset when I reconnected them. I did not notice ANY difference in the dead pedal syndrome. CM, If I were you and you still are under warranty, I would get your VP done on DC's nickle. When I had my 1st VP changed out at 55K, I had similar symptoms as I do now, except that back then it would never come up to any kind of normal operation. I still am perplexed that the key off/on while driving under dead pedal will make the VP pump like a scalded wabbit. Hopefully someone like Infidel can chime in with something...

Thanks again for replying,

Gary

 

cmckinney you might want to think about running a secondary pusher pump 7 psi is pretty low at w.o.t. just a suggestion

 

The dead pedal syndrome is a common precursor to a VP's death. Usually you can let off the gas and get back on it and it will work properly. Never heard of one where you actually have to turn the truck off to make it work again.

 

I am having the same exact thing happening with my truck, however, Dodge cannot get any error code saying the VP is bad. But they want to replace it anyway with me footing the bill (150K). I am going to have a FP guage installed soon so that I can see what is happening when the pedal goes dead and will post the results when I get them.

Also, a friend though that maybe an air leak in the fuel line or system could be causing an incorrect reading at one of the sensors and maybe that's the cause. He thinks when the key is cycled on/off maybe the LP is putting enough fuel in the line to eliminate a false reading. I'm going to check into that also.

 

CRK, when you get your gauge installed and the pedal blips, turn your key off then back on while you are driving and let me know how your fuel pressure gauge reacts. I still think that it has something to do with an electrical spike at the VP pump. The reaction I get is an instantaneous response as far as fueling goes. I do not think that the lift pump cycling has anything to do with it.

I have noticed that when I put diesel kleen in the tank that the dead pedal syndrome diminishes in the frequency of occurence, but it still does it.

Thanks again for the input....

Gary

 

Well my suspiction is that the idle , off-idle cct is what is killing these things. In that cryslerrr has redesigned this cct and it's function to the ECM and FPCM and in the real life they don't work. You have inputs for the FPCM from the ECM that come from CAM, MAP,IAT and speed sensor you have two voltages to the APPS so two signals to ECM one variable voltage and one with embeded info in it. What info is in this? So their is lookup tables for the fuel temps. The warmer the fuel the later the injection time. What sences load? A high manifold air pressure or steady pressure. A speed sensor that is, if increasing or decreasing still under load? load = ( pulses < ???. load = pulses > ???at some rate. variable in this is the MAP. Variable to the MAP is the temp.Probably fairly steady so voltage not as cricitical? (The worst temp would be in the is it in Navada were the steep mountians are in the summer where 100++ *)

So what have I missed (probably lots) Has to be a reason for the hair loss.

 

OK scuzman00,

I installed my fuel pump and have normal readings: 15psi @ idle, 12 @ cruising, 10 @ WOT.

When the pedal goes and I cycle the key, the pressure drops to 0 while the key is off and goes back to the same place it was at when the key is turned back on. There are no huge boosts of pressure or anything like that.

 

I have the same codes and symptoms. It is a dying VP. Try just forcing a down shift instead of turning the key off. This is what wakes mine up. I've been maybe 3,000 miles and if I use 8-10 oz. of lucas lube in the tank it runs fine. Don't know why or when it will dy, just waiting and driving it. If it makes it to april or may, I'll buy and carry a VP with me for the fix.
Also , mine only does it between 45 and 60 mph.
Face it Bosch gave us a cheap , temporary pump. Not like them at all, they are above this crap.