VP44 Testing
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Joined: Mar 2002
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From: Manitoba Canada
Lucky for me my work pay's the bill's for repairs. I work for a municipality, they also look at repair costs to. this is the first diesel light vehicle that the RM has purchased and they purchased a used one. Any way it's an 01 and has 200,000 on the clock so warrenty is a non issue. I'll check with the dealer and see if the lift pump was changed recently before the RM purchased it. Then I suppose make the repair decision and send her in for a IP replacement. $2,200.00 Canadian and 2 and a half hours work to change. If possible I would like to kinda make sure that I'm not gettin the wrong thing changed.
The RM purchased this truck kinda on my recomendation and I wanna take care of my baby. The truck starts really good, with no blue white smoke. It seems it barley turns over and it's running. What I have noticed though is that on the first start of the day you can drive as much as you want and there is no dead pedal or dead spots in the rpm range. But if you shut it off once and restart it to drive again that's when the problem surfaces.
The RM purchased this truck kinda on my recomendation and I wanna take care of my baby. The truck starts really good, with no blue white smoke. It seems it barley turns over and it's running. What I have noticed though is that on the first start of the day you can drive as much as you want and there is no dead pedal or dead spots in the rpm range. But if you shut it off once and restart it to drive again that's when the problem surfaces.
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Joined: Nov 2004
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From: redford michigan
Re: Dead spots!
Originally posted by Mudslinger2
Unfortunately this is a very common problem. The way it usually rolls out is the lift pump goes south then the injector pump has to suck fuel from the fuel tank. The IP is not designed to do this so this causes it to go south too. The symptoms of a failed or failing IP is dead spots in the accelerator and or blue white smoke when starting and or will not rev over 2200 rpm.
This happened to me so you are getting it from the horses mouth (don't take that literally). My symptoms did not include the 2200 rpm limit that symptom came from the diesel mechanic that replaced my IP.
As for what to replace it with, if it were me and if I could afford it I'd get the Blue Chip refurbished pump.
I've just purchased a low fuel pressure switch with red indicating light from Blue Chip which is set for 5 PSI hopefully this will save my IP.
Unfortunately this is a very common problem. The way it usually rolls out is the lift pump goes south then the injector pump has to suck fuel from the fuel tank. The IP is not designed to do this so this causes it to go south too. The symptoms of a failed or failing IP is dead spots in the accelerator and or blue white smoke when starting and or will not rev over 2200 rpm.
This happened to me so you are getting it from the horses mouth (don't take that literally). My symptoms did not include the 2200 rpm limit that symptom came from the diesel mechanic that replaced my IP.
As for what to replace it with, if it were me and if I could afford it I'd get the Blue Chip refurbished pump.
I've just purchased a low fuel pressure switch with red indicating light from Blue Chip which is set for 5 PSI hopefully this will save my IP.
butch, i have similar symptoms with my ctd. but mine does the dead pedal at first start more than the later. pull out of my drive, i get to pavement and begin to turn and dead pedal. i have to turn the key off and restart the truck to get her to go again. this happened on a busy roadway making a left at a light while i was towing a 20' trailer. i started the turn in front of a gravel train. i got the dead pedal and had to stop. i didnt have enough go to make it through the light. when i saw smoke coming from that rigs tires i thought it was all over. be cautious on your left turns. i just about got hammered by that truck.
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Joined: Apr 2005
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From: Alberta
LP
My LP is the same as stock, bolted to the side of the engine so I can't help you with the WOT pressure of the intank pump. I'm sure there are plenty of folks on here willing the give that info tho.
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Joined: Sep 2001
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From: Mustang, OK
I cant speak for how Cummins tests for a failed injection pump, but I can speak for Freightliner and we do alot more than just put the VP44 breakout box on and test fuel pressure. I suspect any warranty job will have to follow the same procedure as we do since the troubleshooting steps are straight from Quickserve Online. I can, however, say that Cummins does not remove your pump and test it by placing it on a pump stand. The days of Cummins having rebuild rooms for pumps, turbos and injectors are long gone and replaced with core charges and remans.
Obviously the first thing we are gonna do is try to verify the problem and pull the codes off of the engine. We will then do a fuel system test consisting of hooking up a vacumn gauge to the inlet of the lift pump and a pressure gauge at the outlet of the lift pump and testing pressure and restriction. This is very important since restriction in the low side can and will cause a VP44 timing code and alot of people have mistakenly replaced an IP and the real culprit is restriction.
We then remove the outlet line on the fuel filter and do a flow test and monitor restriction and pressure while running the fuel into a bucket out of the outlet of the fuel filter.
I have made my own VP44 breakout box and problably have used it maybe twice out of over 100 VP44 problems and replacements I have done. All it does is seperate the pump from the engine wiring to make sure you dont have a wiring issue. If it starts you still may have a faulty VP44.
Obviously the first thing we are gonna do is try to verify the problem and pull the codes off of the engine. We will then do a fuel system test consisting of hooking up a vacumn gauge to the inlet of the lift pump and a pressure gauge at the outlet of the lift pump and testing pressure and restriction. This is very important since restriction in the low side can and will cause a VP44 timing code and alot of people have mistakenly replaced an IP and the real culprit is restriction.
We then remove the outlet line on the fuel filter and do a flow test and monitor restriction and pressure while running the fuel into a bucket out of the outlet of the fuel filter.
I have made my own VP44 breakout box and problably have used it maybe twice out of over 100 VP44 problems and replacements I have done. All it does is seperate the pump from the engine wiring to make sure you dont have a wiring issue. If it starts you still may have a faulty VP44.
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