Pull the bad pump off and then reinstall it.<br><br> Yep you saw that right, Cummins just told that to a Fleet supervisor that has over 60 trucks with these engines in them.<br> I can not write here the supervisors response on hearing these words of wisdom. I will let you guy's know what happens when he actually tries the procedure, that would be providing Hell actually does freeze over sometime soon.<br><br> I do not see where they are going with this, but if and when he tries this I will certainly update this post.

 

That is interesting. I may be way off on this as I know nothing of the inner workings of the injection pump, but here goes. On mine the code given was injection pump timing failure and from reading a lot of the posts it appears that is what is occuring on a lot of the pumps. Mine would start only sporadically, but once started it would run fine. So the pumping mechanism had to be working, just the timing was off, right? Could it be that by taking the pump off and then reinstalling it that the timing gets somehow reset? Like I said, that may be way out there, but it's a thought. Keep us posted on this Top.<br><br>CR

 

The timing is set by the gear on the front of the pump. It is timed to the camshaft. You should just be able to set the gear mark back to the correct position to correct the timing problem. Of course, to do that you have to pull the gear but that is easier than pulling all of the injector lines and removing the pump.

 

[quote author=Smoke Dog link=board=4;threadid=6989;start=0#66340 date=1037219219]<br>The timing is set by the gear on the front of the pump. It is timed to the camshaft. You should just be able to set the gear mark back to the correct position to correct the timing problem. Of course, to do that you have to pull the gear but that is easier than pulling all of the injector lines and removing the pump.<br>[/quote]<br><br>So why do they say the injection pump must be replaced when the timing failure code is set? Below is my quote in reference to this from a thread on the Help forum.<br><br>[quote author=cr1998 link=board=13;threadid=6929;start=0#65842 date=1037132338]<br>I had the 1693 code along with a 216 code which is injection timing failure. I talked with an independent mechanic, a dealer's mechanic, and my dealer, and all said the injection pump had to be replaced. It was replaced under warranty.<br><br>CR<br>[/quote]

 

Timing on a VP44 is adjusted internally by the FPCM. There's a timing solenoid to effect the changes, and a timing sensor that monitors the position of the internal driveshaft. You have to initially line up the timing marks on install of course-but the gear is keyed to the pump shaft, not a taper-fit like a P7100 to allow adjustment.<br><br>Jason<br>

 

That's really odd. Let us know what happens. I wonder what that would do.

 

[quote author=BigBlue link=board=4;threadid=6989;start=0#66351 date=1037222150]<br>That's really odd. Let us know what happens. I wonder what that would do.<br>[/quote]<br> I don't have a clue, but you have to wonder why they would suggest this if there was not some small amount of validity to the idea. If this is done as warranty work on a fleet vehicle, somebody is footing the bill to even attempt it.<br> It is a real head scratcher for sure.

 

That would work, if the vehicles have 12 valve engines in them. If they are 24 valve engines, it won't work, for the reasons Jhansen just stated above.....

 

I've got an ETH VP44 gutted in the basement-well, gutted electronics-wise. You know, if I would have been a real smart fella I would have taken pictures of all that neat electrical stuff after I took it out and before I sent it out for a repair attempt. If nothing else I'm sure there's a few fellas who would like to see how the flowing electrons affect the flowing fuel! ;D Maybe when I get the pieces back and attempt reassembly-it's been 4 months now so I'm not 100% sure I remember how it all goes back together again!<br><br>Tech at the local dealership who attended 24-valve specific training at the local depot told me that the trainer stated 90% of dead VP44's coming back into the system now are failed electronics-they use the fuel supply to cool them. The weaker your lift pump is, the less the cooling supply is and the hotter the FPCM gets. I have a theory that the FPCM defuels on a sliding scale as the fuel gets hotter-there is a code that can be set for &quot;high fuel temperature&quot; (which is really just an indicator of electronics overheat) that is a &quot;light-switch&quot; defueling that includes setting the Check Engine light. But the 2 times I've replaced my lift pump I've noticed crisper throttle response and a little better mileage-neither pump has been totally failed either. Could be my truck only-could be in my head-or could be a real thing. One of these days I'll figure it out......<br><br>Jason<br>

 

Give me a blindfold and spread those parts on the table in front of me and I will put it together for you! ;D<br><br> I had a fella bring me a european pistol in to my shop in a paperbag completely dissasembled. I had never seen one like it before or since. But in about 45 minutes I had it functioning flawlessly. You can't teach that kind of thing to anybody, either you have that ability naturally or you don't. <br> I am very thankful I do, has saved my butt many times over the years. Like the time my father came home and found his new color tv spread all over the living room floor. Hey the color wasn't quite right ;D Good thing it was when I finished reassembly.

 

This is interesting and gives someone the chance to make some profit. Removing the VP44 is a pain in the backside, which will motivate someone to develop an after market, reset switch. Perhaps a combination fueling and reset box?? <br>Seriously I would like to know how this comes out. The dealer has replaced one VP44 on my ride already. If another injection pump goes out it will be on me because of the modifications.<br>

 

Edward<br><br>From the information Jhansen gave, anyone with modifications should consider an aftermarket pusher pump to help avoid any of these issues on cooling the VP44 and weak lift pumps..<br><br>The post on Stanadyne's pump looks promising for this type of problem..<br><br>J-eh

 

This same fleet supervisor has the same theory as many of you. The lift pump dies and takes the Injection pump with it. Hard to believe they have not found an effective cure for this. Seems to me If i had a VP44 I would find someway to push the fuel to that lift pump and beyond. Got to be a decent electric pump out there somewhere a person could modify!.

 

I assumed the problem with the lift pump must be in the electric end. I tore my old one down and it is just a simple positive displacement sliding vane rotor pump. There was no wear on mine at 101000 miles but the pressures were down to 7 and zero. Looks like the drive end needs to be improved or the pump replaced on some periodic basis for those with no gauges.

 

Hey SFtopSGT, hows everything working now?