Okay, let me give you a brief history. We purchased my truck from the nephew of the previous owner (it was an Estate deal). The uncle lived up in Montana on a ranch and apparently had 3 different trucks. The nephew had convinced him to buy my truck (pretty close to new I think, not sure, going off of the lack of mileage, explain later). The uncle bought it and ended up hating the truck and so it spent most of it's life unused and sitting on the ranch. Well after the uncle died the nephew started using my truck to haul horse trailers and whatnot from Montana to Texas back and forth. The title was transferred to him with just 26k on it. When I finally got around to getting the truck it had a little over 126k on it from hauling. Seeing how it's impossible to get in touch with the previous owner to ask what's been done with the truck and the nephew didn't strike me as knowing an awful lot about the truck (even though he spent the last 100k with it), I'm kinda at a loss when it comes to knowing what all has been done to my truck.

So what I'm asking is, with this amount of mileage on it and the way it was worked, shouldn't have the VP44 gone out by now? Is there anyway from me to check if it's still the stock VP44? <-- That's the main question I'm wondering about. And is there anything else I should be checking for wear and tear on a truck that for most it's life sat around and then all of a sudden had a 100k mile hauling roadtrip thrown at it?

 

I don't know how to tell if the injector pump is original but lots of these 2nd Generation trucks make it to high miles without having problems.
Keeping the fuel tank half full or better with clean fuel helps. A fuel treatment added at fuel fillups helps too.
Regular service w/fuel filter and oil & filter changes help.
On the other hand, we've seen people who look like they take every preventative measure including relocated lift pumps next to the fuel tank, fuel conditioners and a lift pump fuel pressure gauge to try to make the best operating conditions for the injector pump (VP44) then the VP44's still break from heat so some install a fuel/VP44 cooler.
There's supposed to be a module being developed to remove the electronics from the VP44 and set them in a cooler place, I guess we'll see.
The sudden 100k mile workload might've been good for it, wearing the rough surfaces smooth.
What to do? A lift pump fuel pressure gauge will let you see when the lift pump starts failing to deliver cooling/lubricating fuel to the VP44 and killing it$$$...that was my first equipment addition.

 

on my vp i had assumed it was original, however i later noticed a "remanufactured" label on it. possible its on yours if it's been replaced

 

Alrighty, thanks y'all for the replies and I'll be sure to get that gauge and look at the VP44 for that tag. I was kinda worried people see the "VP44" and just move on to another topic

 

Do you know when, whom, or where we can get more info on the VP44 relocation module? That sounds promising.

I'm going to be putting a FASS on, so hopefully that will help, FASS says to place the unit on the frame rail near the tank like you say in your post about LP position...what's the ideal place for the Fuel Pressure sensor to go in for the FP gauge?

 

i put my pressure gauge reading off the injector pump inlet line. was real easy to do and has set my mind at ease alot. i also added the holley blue pump on about 5 months ago and it works like a champ. i have about 190k on my cummins and my son gets ****** when my gas needle don't move and his 7.3 drops like a dead dove out of the sky. love that cummins shake and rattle.....

 

It is proably mostly stock from what you have indicated. May have at least one LP. I would check the codes with the key switch/display and go fron there, in conjuction woth the FP gauge. Genos is a good place to start.
Good Luck!

 

I thought they didn't start doing the key code check thing until the 2000+ models? Let me know please if I'm wrong because that'll save me a trip to Autozone..

 

The word is Blue Chip is working on one.