Does anyone know a general cost to have your vp44 removed and rebuilt and reinstalled? I havent had to yet but am feeling the simptoms of one coming soon.


01 2500 H.O. LB, QC, AEM dry flow intake, 4in turbo back straight pipe, Glacier diesel lift pump.

 

i paid just about 1249.08 july 3 2007 industrial injection ..SLC ut.

 

Mostr places will not rebuild your core on site. So, it's the cost of the pump and R&R.

Most shops try to charge about 4 hours, but it can be done in much less time!

Dave

 

Hey thanks for the info.

 

Welcome to the VP-44 club.

 

Replace the VP44 yourself. It's not all that difficult and there are several on-line guides in this forum that are excellent. It also provides you the opportunity to get a hands on knowledge of the fuel injection system of your Cummins. It certainly did for me.
I installed a Blue Chip VP44, which features a new circuit card, avoiding the solider crystallization due to repeated heating cycles. Additionally, they install a steel bushing, which replaces the brass bushing that wears quickly. It costs a bit more at $1300 but in my estimation, worth the cost. They also provide detailed instructions and the loan of the key removal tool.
I also run 2-cycle oil in every tank of fuel ( 1 pint/1 gallon, Walmart brand) to replace the lubricity lacking in the ULS diesel #2 we now have to buy. That also provides more cooling to the pump's operation.
Cheers.

 

A pint of 2-stroke oil into a gallon of diesel? Isn't that a 8 to 1 mix ratio?

 

Go 1 litre/tank. Thats about 100:1 ratio, worked well when I had a VP. FYI, 1 litre is roughly a quart.

 

Had my 2-cycle oil mixture ratio wrong. 1 ounce per gallon, not 1 pint. Sorry about that folks!

 

Is there any specific kind/brand of two stroke oil to use?

 

Hey babic1 do you know A Rose Arvidson who used to live on a barge there?

 

I use the Walmart brand. $10.97 a gallon. Blue plastic jug with a green label.

 

It's disappointing that so many people believe this when it's simply not true.

First of all, it's illegal to put two-stroke oil in your diesel fuel, just as it's illegal to use automatic transmission fluid as a fuel additive. Any fuel additive for ULSD must have an EPA compliance label stating its compatibility with Federal ULSD requirements.

Secondly, sulfur is not a lubricant in of itself, but it can combine with the nickel content in many metal alloys to form a low melting point eutectic alloy that can increase lubricity - that doesn't mean that it does.

Lastly, ASTM International (formerly the American Society for Testing and Materials) adopted the lubricity specification defined in ASTM D975 for all petroleum diesel fuels. And all engine and diesel fuel injection manufacturers design their equipment around ASTM D975.

While legal fuel additives such as Power Service or Stanadyne Lubricity Formula don't hurt, they aren't needed. The original Bosch VP44 had some design issues. But well over 90% of the failures I see with remanufactured and updated Bosch VP44's are because of low lift pump pressure, inadequate flow from the lift pump, or tuner chips that modify the injection event by holding the fuel control selenoid open longer in the pump, thereby starving it on lubrication flow for the hydraulic head.
--
Chris Olson

 

really alot of people would like to argue that one. hell people have done studies saying adding fuel treatments (legal or not) help lube everything and help longevity of the VP44

 

sounds like somones EPa paints are to tight