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My 2002 Dodge 2500 Cummins obtained just a few upgrades and repairs. On the best way again from BIR I obtained a CEL (Test Engine Mild) with a code of P0216 “gasoline injection time”, it got here again regardless of clearing the code, and unhooking the batteries…doing a little analysis this all factors to the ticking time bomb of the failure of the Bosch VP44 Excessive Stress Gasoline Pump! DOH! The truck obtained us house from the observe simply high quality, however the subsequent day the truck would not begin!
I’ll abbreviate my hassle taking pictures all the way down to the pertinent info. I began diagnosing by testing the gasoline stress after the low stress pump with my mechanical gauge. Downside was logistics, the one place to place a gauge is on the pump did not enable for one thing that massive. So I ordered an 18″ 1/8 NPT extension line and and digital AutoMeter gasoline electrical stress gauge. Each gauges confirmed I used to be solely getting roughly 3PSI! DOH! Additionally one thing known as a “snubber” which is admittedly nothing greater than a reducer is required for the electrical gauge, it reduces the opening to roughly 1/8″ so it may well clean out the pulses of the fluid to the sensor…with out the stress gauge would swing with 5psi quickly.
Sure I do know I ought to have had a warning gentle or gauge on the low stress pump all alongside. My ideas had been, this FAAS low stress pump has as of now solely has 8k miles on it, the truck would not work exhausting in any respect, and continues to be inventory…it is going to be high quality. Moreover I wish to do my “tune” and gauges all of sudden with a CTS Edge, that method I solely have a single pill gadget to do all of my monitoring vs.5 gauges.
I ordered a pair of substitute gasoline filters, seems that regardless of ordering a appropriate equipment for my FASS gasoline pump, the WIX 33405 had the wrong thread pitch. A visit to the native NAPA to accumulate a special one. I additionally discovered that the rubber gasket for the FASS pump is barely thicker than the one which comes with the opposite model names. Nonetheless could not get the truck to start out. To summarize: air trapped within the filters; the Dodge energizes the low stress gasoline pump for 30 seconds if the motor turns over (one should bump the starter, not simply key on). For me this was inadequate so I sizzling wired the pump on, whereas having each filters simply barely unfastened, the pump will dribble gasoline, then the sound modifications, then tighten. My gasoline gauge now learn 15psi! Seems that despite the fact that my FAAS filters are good for 30k miles, they need to additionally get replaced yearly, I had mine on for 3! Doh! Now the truck began after some grumbling! YAY!
The truck ran for a bit, even handed a take a look at drive. The CEL went away and no saved code! YAY!! Being paranoid about having this VP44 struggling yet one more gasoline hunger occasion. I consider this truck had not less than two gasoline pump failures with the earlier proprietor. I pulled the set off and ordered a substitute pump from bluechipdiesel.com I did the checkbook mechanic on this one…an excessive amount of threat of the job going sideways.
A little bit of background, I again dated my in-tank pickup. I’m utilizing the OEM pick-up which doesn’t have an built-in elevate pump.. In different phrases, that is early OEM type. Dodge initially had a standard pickup within the tank, and had a elevate pump on the facet of the motor. These failed horrible and normally took out the excessive stress VP44 pump. Later one they swap to an in-tank pump Satirically these additionally had excessive failure charges. My truck began out life with the elevate pump on the facet of the motor, then was switched to the in-tank pump. Some have the opinion that the OEM pickup say it can not present sufficient quantity to the FAAS and to do a “draw straw”…others say the the draw straw is not obligatory till we begin speaking massive turbos and loopy excessive energy outputs.
Whereas it was there I had the mechanic set up my FluidAmper crank pulley. I used to be shocked that it weighs virtually 10lbs greater than OEM! YIKES! FYI the Dodge handbook says to examine the OEM pulley each 50k! I’m not positive if that’s as a result of they get vibrated all to heck and fail, or if the grease from the motor will get on the rubber and erodes it. I’ve a principle: all of those Cummins engines find yourself being greasy, nasty, & mess over time partly resulting from gasket failure. This stuff vibrate like a coin operated massaging mattress at an inexpensive lodge, I consider this contributes to gasket failure. So by placing this fancy crank pulley on, it’ll clean out a few of that vibrations and possibly it will not be such a messy pig in a while in life. Plus it’s simpler on motor bearing; some road vehicles will see a rise in HP resulting from timing being extra correct, however I do not assume that applies right here. The truck is perhaps a bit smoother, exhausting to inform, with out doing a again to again comparability.
I additionally placed on a turbo blanket for a T3. Principle is that beneath hood temps are decrease, and turbo spools quicker.
Turbo Blanket put in
Previous VP44 and filters
FluidAmpr
OEM Crank pulley
My fast, soiled, and short-term gauge set up. I already had the transmission temp, enhance gauge, and the holder in stock. I had to purchase the gasoline stress gauge ($250 from Amazon). This will likely be changed by the CTS Edge after I order it.
Snubber
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