My 2002 Dodge 2500 Cummins obtained a number of upgrades and repairs. On the way in which again from BIR I obtained a CEL (Verify Engine Gentle) with a code of P0216 “gas 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 monitor simply nice, however the subsequent day the truck would not begin!
I’ll abbreviate my bother taking pictures right down to the pertinent info. I began diagnosing by testing the gas strain after the low strain pump with my mechanical gauge. Drawback was logistics, the one place to place a gauge is on the pump did not enable for one thing that huge. So I ordered an 18″ 1/8 NPT extension line and and digital AutoMeter gas electrical strain gauge. Each gauges confirmed I used to be solely getting roughly 3PSI! DOH! Additionally one thing known as a “snubber” which is basically nothing greater than a reducer is required for the electrical gauge, it reduces the opening to roughly 1/8″ so it might probably clean out the pulses of the fluid to the sensor…with out the strain gauge would swing with 5psi quickly.
Sure I do know I ought to have had a warning mild or gauge on the low strain pump all alongside. My ideas had been, this FAAS low strain pump has as of now solely has 8k miles on it, the truck does not work exhausting in any respect, and continues to be inventory…it will likely be nice. Moreover I need to do my “tune” and gauges suddenly with a CTS Edge, that manner I solely have a single pill system to do all of my monitoring vs.5 gauges.
I ordered a pair of substitute gas filters, seems that regardless of ordering a appropriate equipment for my FASS gas pump, the WIX 33405 had the wrong thread pitch. A visit to the native NAPA to accumulate a unique 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 strain gas 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 free, the pump will dribble gas, then the sound adjustments, then tighten. My gas gauge now learn 15psi! Seems that though 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 check drive. The CEL went away and no saved code! YAY!! Being paranoid about having this VP44 struggling yet one more gas hunger occasion. I imagine this truck had no less than two gas 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 carry pump.. In different phrases, that is early OEM fashion. Dodge initially had a traditional pickup within the tank, and had a carry pump on the facet of the motor. These failed horrible and normally took out the excessive strain VP44 pump. Later one they change to an in-tank pump Sarcastically these additionally had excessive failure charges. My truck began out life with the carry 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 needed till we begin speaking huge 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 nearly 10lbs greater than OEM! YIKES! FYI the Dodge guide says to examine the OEM pulley each 50k! I’m not certain 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 concept: all of those Cummins engines find yourself being greasy, nasty, & mess over time partly on account of gasket failure. This stuff vibrate like a coin operated massaging mattress at an inexpensive resort, I imagine this contributes to gasket failure. So by placing this fancy crank pulley on, it can clean out a few of that vibrations and possibly it will not be such a messy pig afterward in life. Plus it’s simpler on motor bearing; some avenue automobiles will see a rise in HP on account of timing being extra correct, however I do not assume that applies right here. The truck is likely to be a bit smoother, exhausting to inform, with out doing a again to again comparability.
I additionally placed on a turbo blanket for a T3. Concept is that beneath hood temps are decrease, and turbo spools sooner.
Turbo Blanket put in
Previous VP44 and filters
OEM Crank pulley
My fast, soiled, and momentary gauge set up. I already had the transmission temp, enhance gauge, and the holder in stock. I had to purchase the gas strain gauge ($250 from Amazon). This will probably be changed by the CTS Edge once I order it.