VP44
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VP44
Here's an idea:<br><br>Why not retro-fit a 24valve engine with a different fuel pump? Since the vp44 is obviously an inferior pump, why not use a pump from a 12valve engine? This would entail migrating from total computer control of the engine but that may be a good thing. It would almost be the same as putting a CTD into another truck (other than Dodge). <br><br>After all, the different approaches to fueling the engine always were designed around improving emissions, NOT improving fuel mileage and performance!
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Re:VP44
Jetpilot just did one on his truck. He was running 12.1's with his VP44 so I wouldn't call that inferior. I think he's one of the fastest Cummins in the country. The P-pump conversion is VERY involved and VERY costly.
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Re:VP44
Any weaknesses or shortcomings of the VP-44 can USUALLY be addressed adequately by simply making sure proper fuel flow and psi into it are provided - and reasonably monitored - not really all that difficult or expensive... A regular addition of a fuel additive that provides additional lubricity will also help the VP-44, and ANY injector pump dealing with the reduced lubricity of current and future diesel fuels, and has been strongly recommended by many experts dealing directly with diesel fuel systems.
Think about it, the earlier pumps were quite limited in flexibility as to timing and adjustability of fuel delivery - they are largely types that you set MANUALLY for a specific rather small range of performance, and that's it! I'm not knocking the older types, they WERE rugged - just not very sophisticated.
The VP-44, on the other hand, is fully computer controlled to adjust, on-the-fly, fuel injection TIMING, and instantaneous adjustments in the VOLUME of fuel to be delivered under rapidly changing operating conditions.
If you compare the differences in older pumps to the VP-44 in terms of performance and adjustability, to an ignition distributor, the older pumps were much like the fixed-timing of a Briggs & Stratton lawn mower engine - or at best a vacuum advance controlled one, and that of a more modern fully electronically-controlled performance distributor.
The VP-44 is a VERY responsive, flexible and sophisticated piece of hardware - and what weaknesses it DOES have can be greatly minimized using techniques that are already well known and proven in use.
Sometimes, we tend to get so focused on a relatively small issue of weakness in something, that we forget or overlook the far GREATER areas of benefit they provide...
No need to "toss the baby out with the bathwater"!
Think about it, the earlier pumps were quite limited in flexibility as to timing and adjustability of fuel delivery - they are largely types that you set MANUALLY for a specific rather small range of performance, and that's it! I'm not knocking the older types, they WERE rugged - just not very sophisticated.
The VP-44, on the other hand, is fully computer controlled to adjust, on-the-fly, fuel injection TIMING, and instantaneous adjustments in the VOLUME of fuel to be delivered under rapidly changing operating conditions.
If you compare the differences in older pumps to the VP-44 in terms of performance and adjustability, to an ignition distributor, the older pumps were much like the fixed-timing of a Briggs & Stratton lawn mower engine - or at best a vacuum advance controlled one, and that of a more modern fully electronically-controlled performance distributor.
The VP-44 is a VERY responsive, flexible and sophisticated piece of hardware - and what weaknesses it DOES have can be greatly minimized using techniques that are already well known and proven in use.
Sometimes, we tend to get so focused on a relatively small issue of weakness in something, that we forget or overlook the far GREATER areas of benefit they provide...
No need to "toss the baby out with the bathwater"!
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Re:VP44
I must admit that the vp44 on my truck never gave me any problems. I did get a rude awakening when I took the truck to the dealer to get a bad oil sending unit replaced (under warranty) and they spotted my van aiken box and informed me that my drivetrain warranty from that point on was null and void. Also they said a new fuel pump was $3000! I was not aware at the time I bought the fueling box that it would void the warranty. That's the same time I started reading these Ram truck forums on TDR and DTR.com to find out what else I didn't know about my truck! Anyway that is what prompted me to think of a way around the lift pump/vp44 issues. It is good to be able to listen to other's viewpoints on a topic because there are a lot of very knowledgeable people on this board. I can spend hours reading about Dodge/CTD's!
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From: Heber, Utah
Re:VP44
Commtrd..In order for you to make a p-pump conversion from a 12v to a 24v you have to change the cam. Since the 12v p-pump is mechanical, you have to put in the cam that has a lobe on it to drive the pump. The 24v cam doesn't have that lobe and the hole where the p-pump would be mounted has been capped off. In addition, the electronics have to be modified, ie. ECM, Map sensor, IAT sensor, as the ECM uses this information for fueling and timming. The 12v p-pump has the ability to flow more fuel then the present VP-44 and is easier to modify. That's why, some have gone through the expense of conversion to push more fuel and run large injectors. Most truck pullers and drag racers use 12v trucks because of that reason. I and a hand full of others have a Diesel Dynamics modified VP-44 which is the only company to successfully modify the VP-44 for more fueling. Approx. 60-70hp. Both Piers and Diesel Dynamics performance cams have the lobes on them for future p-pump conversion.<br><br>Steve
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