Everyone complains about 24 valves,1/2 million miles a.t. done at 400000 ,rearend at 450000 ,ps pump and box at same time,cracked dash with cover and usall mant. orginal lift and injector pump,line cut with filter so pump does not pump against vacum,p.h filter in coolant,thought injector pump was going as it was not starting as good as it used too,then i took the starter off to refesh it and it starts better than ever,you cant tell when the stater is not up to its proper rpm. good for 1/2 million more.at in fuel and tank never runs much past 1/2

 

sounds like you have had good luck. I hope mines just as good
I see no complaints there. I think many tend to "talk" about the bad more than the good and thus the big picture is that the 24v + VP44 does have issues but all vehicles do.

 

The big problem with the internet is that you will hear about the 50 bad VP44's and you will not hear a word about the 500,000 good ones.

Rick

 

You are fooling yourself if you think there were only 50 bad VP44's....Just do a quick search on how many people sell re-manufactured and new ones and ask yourself why there is a market for so many of them?

Same thing can be said for the aftermarket lift pump/fuel pump set ups...Had there not been a HUGE market for them, they would not have come about.

 

I was only using that as an example. I know there were more than 50 but I am sure the ratio no more than 10-15% bad. Granted, that is a lot of bad pumps but to listen to some on here the ratio is 100% are bad or will be bad. Mine is acting up now, I am trying to pin it down to a definite pump which I have not been able to do yet.

Rick

 

LOL.
There's no such thing as a good LP or VP44, 99% fail in a "less than reasonable life span." Now if they all lasted 300k miles then I don't think you'd see such the mile long complaint list.

 

but they do all fail!

 

I would say 85 to 95 % is a more accurate number......... I have a Bro In law that services a fleet of over 60 trucks and back when they were running the VP 44's he had 7 out of 9 vp44 powered trucks all lose injection pumps in less than a 3 month period. This was while using Power Service in the fuel and monitoring fuel pressure.

In the previous years he replaced only 1 P7100 12 valve pump and since only 3 CP3's.

 

Well, It sounds like the best thing for me to do is unload the truck I just bought! I have always been a Powerstroke person but this 98 came by at a good price. Well I have already had to put two batteries and two front tires on it. The lift pump was showing low pressure so I replaced that and I now seem to see that no matter what I am going to have to put out another grand for a pump, maybe two pumps. From what you are telling me though it IS going to happen. It will have to go and I will just do some work on the F350. I see the gloom and doom reports on the Ford forums also and I have not seen anywhere near as much problems as is predicted, that is why I said what I did but I am no expert on Dodges.

 

the vp44 will eventually die, probably at the worst time and place.Mine gave up while pulling a trailer load of calves to the sale.

 

these 60 trucks,what model where they???

 

Wow..........arent you guys just a positive bunch. And obviously swayed by the negative press on these Cummins forums. Remember how nice it was not knowing all the garbage you find out around here? The blissfulness was great.

Truth is that the VP is a great pump. If it wasn't then you simply wouldn't see so many VP trucks on the road today and you also wouldn't see so many aftermarket upgraded VP's. That goes without saying that there is literally hundreds of thousands of VP trucks who's owners have never even glanced at one of these websites and know absolutely nothing about such potential problems. They simply drive 'em and enjoy 'em.

Yes the VP carries a bigger reputation of failing than the P-pump and the CP3, but remember that they all fail. Remember all the Duramax's that couldn't keep a working injector, all the Cummins 6.7's that kept destroying turbo's, and all the PS 6.0's that couldn't stay together period? The list doesn't even come close to stopping there either. Funny that I still see numerous of those year trucks driving around but if you read what everyone had to say about them on the web then you'd have though that they were all shipped off to the recycle bins. Also remember that the VP44 was a Bosch temporary fix for Cummins so that Cummins could finish the common rail design whereby complying with the new emissions, so they all knew that the VP would only be used in the 1998-2002 years. Sadly, the VP fell prey to the new 2007 ULSD.....as did all other diesel injection pumps but since ULSD has implemented proper lubrication standards and the upgraded VP's are far more reliable, they remain a popular injection pump that responds very well to electronic gadgets which can quickly make a 4 ton slug a street rocket for less than a $1000. I honestly dont think that Bosch or Cummins thought that the VP would gain such a following either, which is another reason it lacked proper R & D when mated to the Cummins.

Unfortunately for all us VP owners, there has been little to no help from Bosch or Cummins in trying to help reliability so much of all we know about the VP has been from those who've taken the time to find out what can be done. If someone keeps loosing VP's in less than 100k miles then there's obviously something wrong. They either keep getting bogus rebuilds, which no highly complex mechanical product is impervious to, or they keep buying HP promising VP's instead of the more reliable OEM versions, or there is something else wrong on the truck. So I'd suggest not throwing any VP trucks on the for sale market just yet because if the VP does fail it would be about $2000 at the most to fix. If you have the ability and tools then you're looking at a $1000 or less. If you can sell your truck, buy another model/manufacture of equivalent size/power, and break even then go for it. But my guess is that in this economy, you'd loose money.

 

just wanted to know what they were in,if they were in del. vans they are in a high heat area. even gm 6.5 in vans did not have an elec. pump driver in vans,ask a 6.5 pickup owner how many pump drivers they replaced,vp 44 failure,is it mech. or elec. Placing lift pump on block is not a good idea as all lift pumps are made to push fuel not pull it and pulling against a vac. even a another bad idea.

 

I'm glad someone else thinks as I do. If there was a 90% failure rate on those pumps then Bosch's last name would be Toyota!
People would be boycotting the company. Everyone points to the dreaded code as a definite pump failure. Any code set in an OBD system has to have two events to cause the code to set. The timing itself will not set a code. The timing and an associated event, like TPS, together will set a code if the computer see's that the two parameters do not match the map built into the computer. Just because you get a code does not mean you do not have to do a lot more checking to verify the problem. I have been having a problem with mine stuttering and holding back at light throttle. Found low pressure at lift pump so I replaced that and pressures are fine now. This did not set a code until just recently, a P0122. I still did not condemn the TPS without further checks. While using a scanner to record a series of events I could see that the APPS % would drop for one frame (second) every time it stumbled. Now I will replace the TPS and continue to monitor it. There are no easy shortcuts to say "It's the pump" without proper diagnosis.

Have a merry Christmas and Happy holidays everyone.

Rick

 

Yes the Cummins ISB was in many many delivery trucks and other applications as well as Dodge trucks.

But let me talk about the blame game on the lift pump. Over the years of not understanding the VP failures and trying to figure out the why's and how comes, it was believed that the reason the lift pump had such a high failure rate was because it was mounted on the engine. Again, not true. I'll agree that its not the best location but definitely not enough of a factor to blame everything. Reason why is because the lift pump doesn't have a hard time sucking fuel from the tank like so many think. Matter of fact, if anyones ever disconnected their fuel line from the lift pump inlet, they would have quickly realized that they couldn't stop the flow of fuel running out of the tank while it siphoned on the ground. Strange to think that would happen but it does. Before I got my Raptor, I could tell with the fuel pressure gauge that the fuel tank level had to get down to about 1/4 full before the lift pump was forced to pull fuel since there was then to little liquid weight to help push out fuel. The main couple reasons the OEM lift pump failed so often is because 1) the factory fuel lines are way undersized for the lift pumps volume capability. This caused the lift pump to have to run in a regulating bypass mode all the time. The way the bypass works is with a spring and check ball, but over miles of use, vibration, and pressure, the check ball would beat itself into the housing and eventually cause the fuel pressure to run lower and lower, and 2) the pump impeller was held to the motor shaft via a plastic connector. That plastic connector was "glued" (yes glued) in the impeller. Over miles of use, vibration, and pressure, and the addition of fuel additives and bio diesels, that glue would release and cause the pump shaft to spin free of the impeller. Again, resulting in sporadic or zero pressure from the lift pump, even though the lift pump made noise like it was working.

So in reality, the lift pump is capable of pumping a continuous 15 psi if the fuel lines were increased, which many guys found out after upgrading their fuel lines and also more free flowing fittings. But no matter, the glue issue was just a bad design. Not sure if Carter ever fixed that either but I think so many guys are afraid of the OEM lift pump that no one ever cares to find out. And when you consider the cost of a new OEM lift pump, fuel lines, and fittings, its just not worth spending all that money trying to upgrade the OEM lift pump setup which is still known for notoriously quiting. Its a far better choice just to get a good reliable aftermarket fuel pump that already comes with all the needed stuff and has proven itself more reliable. Speaking of, the FASS direct replacement (DDRP) has a pretty good failure rate too. Not sure I'd use one and they're not cheap.