2000 dodge cummins injector pump

2000 dodge cummins injector pump DEFAULT

1998.5-2002 Dodge 5.9l 5spd/auto 027SE VP44 Injection Pump IIS0470506027SE

Dodge 5.9l 5spd/auto 027SE VP44 Injection Pump

The Dodge 5.9l 5spd/auto 027SE VP44 Injection Pump is for your 1998.5-2002 Dodge. If you are having problems with your 24v Cummins, most likely it has to do with your old injection pump. We offer a replacement pump to get your truck to running like new. We have been building these pumps for years and have all of the technology to get you into the perfect remanufactured injection pump. For trucks with Automatic & 5-speed Manual transmissions. Most common pump found on Dodge Pickup Trucks. Industrial Injection remanufactures and calibrates the Bosch VP44 fuel injection pump for the 1998.5 to 2002 Dodge Cummins 5.9L diesel. The most recent upgrade parts are used in the rebuild process and the pump is calibrated to current specs. Industrial Injection offers a 235 horse power Standard Output VP44 for the 1998.5-2002 Dodge Cummins 5.9L diesel for automatic and 5-Speed manual transmissions. For 2000-2002 6-Speed transmissions you can also purchase Industrial Injection’s 245 horse power High Output VP44.

MODEL APPLICATIONS:

-1998.5 Dodge Ram Cummins Auto/5 speed Transmission

-1999 Dodge Ram Cummins Auto/5 speed Transmission

-2000 Dodge Ram Cummins Auto/5 speed Transmission

-2001 Dodge Ram Cummins Auto/5 speed Transmission

-2002 Dodge Ram Cummins Auto/5 speed Transmission

Industrial Injection remanufacturers and calibrates the Bosch VP44 fuel injection pump for the 1998.5 to 2002 Dodge Cummins 5.9L diesel. The most recent upgrade parts are used in the rebuild process and the pump is calibrated to current specs.

All of our VP44 injection pumps come with a 1 year, unlimited mileage warranty.

Sours: https://canadiandieselonline.ca/shop/fuel-systems-injectors-pumps/dodge-fuel-systems/1998-5-2002-dodge-5-9l-5spdauto-027se-vp44-injection-pump-iis0470506027se/

How to Check the Injector Pump on 5.9 Cummins

How can you tell when a 5.9 Cummins injector pump replacement is imminent? Some symptoms of 5.9 Cummins injector pump problems include lack of power, not starting, or hard starting. Bad injectors can also cause a knock in the engine.

There are two fuel pumps on the 5.9 Cummins. One is a lift pump that lifts fuel from the fuel tank. The fuel is siphoned to the main 5.9 Cummins injection pump, which then sprays it into the engine. In order to check the performance of fuel system parts, you’ll need a scanner.

Signs of a Broken Lift Pump

You might not initially realize that the lift pump is broken. The Cummins 5.9 injection pump will continue drawing fuel out from the lift pump. However, since the lift pump no longer has enough force to do its job, it will eventually wear down the injector pump. The injector pump can’t handle the loss of pressure forever, which means you will eventually start noticing a lack of power in the engine. At some point, the engine may also be hard to start or not start at all.

5.9 Cummins Lift Pumps

How Long Do Injectors Last?

The injectors on the Cummins 5.9 engine should last between 120,000 and 150,000 miles depending on the fuel quality and regular filter maintenance. These injectors fail due to mechanical wear and not dirt, so there’s generally no point in trying to clean them if they show signs of failure. Like many long-lasting diesel parts, replacing injectors can be a pretty expensive job.

5.9 Cummins Injectors

 

Diagnosing the 5.9 Cummins Injector Pump

In order to diagnose whether your injector pump is failing, you will need a scan tool. Do not attempt to find leaks manually as the fuel system contains pressurized fuel up to 25,000 PSI. This amount of pressure can slice into your skin and cause fuel to enter your bloodstream, which could result in death.

Start by recording and repairing any active DTC as they might be related to the problem. Secondly, make sure that you have clean fuel and good supply pressure.

If your engine doesn’t start or is hard to start, it could be due to low or no fuel supply to the high-pressure injection pump. Check the rail pressure and make sure you have at least 4,000 PSI when cranking. If it’s less than that, it could be due to bad injectors.

If you crank the engine for 10 seconds and don’t see any smoke coming from the tailpipe, it means that the cylinders are not receiving any fuel. Most cranking and starting issues are caused by low rail pressure. Injector wear can also cause slow deceleration when driving and blue-white smoke when cold at idle.

5.9 Cummins Injection Pumps

 

Diagnostic Trouble Codes (DTC) and What To Check

  • DTC P0148 indicates checking the high-pressure common rail. It indicates a difference between the actual fuel pressure and the set point. This could be due to the fuel pressure sensor as well as lift pump issues or problems with fuel supply. Check the fuel supply pressure and the condition of the fuel filter.
  • DTC P0201 – P0206 is the injector control circuit. Check resistance in the injectors to make sure it’s higher than zero ohms but less than one ohm.
  • DTC P0300 – P0306 is an injector misfire. Check fuel supply pressure, and use the scan tool to isolate each cylinder. Check each injector for contribution rates.
  • DTC P1223 is leak detection based on quantity balance. When this fault happens, the “wait to start” light will illuminate and you’ll hear a chime 10 times. This code occurs when the calculated fuel flow exceeds a certain expected value. If you get this code, you should first check for other codes related to the fuel system. If there are other codes, address them first. If there are no other codes, then do the checks related to the P0148 DTC.
  • DTC P2146 and DTC P2149 are cylinders 1-3 and cylinders 4-6 respectively shorted high or low. If this code happens, you should check the injector wire harness as well as the valve cover gasket and the injectors themselves. Test with a zero ohm meter and you should see resistance less than one and greater than zero.

Rely on ProSource Diesel for all your Cummins parts needs, including the 5.9 Cummins injector pump, fuel injectors, and other Cummins fuel system parts. We have a big selection of hard-to-find diesel truck parts as well as kits and accessories. ProSource Diesel is where diesel repair shops shop for diesel parts.

Sours: https://prosourcediesel.com/blog/how-to/how-to-check-the-injector-pump-on-5-9-cummins/
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VP44 Injection Pumps

Pure Diesel Power offers a large line of Bosch VP44 Fuel Injection pumps for the 98.5-2002 Dodge 5.9L 24 Valve Cummins Diesel.
We offer stock remanufactured pumps, 235HP SO (standard output) pumps, and 245 horsepower HO (High Output) pumps from BD, Industrial Injection, Area Diesel, Scheid Diesel, and Bosch.

235HP VP44 Injection pumps replace/supercede engines that say 215HP on the serial number tag. 
245HP VP44 Injection pumps are generally usedon 2001 & 2002 6 speed manual Cummins diesel trucks.

For high performance and competition use, we carry VP44 injection pumps such as the Hot Rod pump, which will gain you 80-100 hp over stock and the Dragon Fire pump, which flows 140% more than stock from Industrial Injection.

We also offer pumps from Scheid Diesel, including the 235HP SO, the 245HP HO, and the Scheid Lightning VP44 HO injection pump.

Sours: https://puredieselpower.com/
VP44 Dodge Cummins Injection Pump Install - VP44 Pump Installation Part 1/2

Industrial Injection 5.9L 24V VP44 Pump (245 Hp)

Description

If you are having problems with your 24v Cummins, most likely it has to do with your old injection pump. We offer a replacement 245 Hp pump to get your truck running. We have been building these pumps for years and have all of the technology to get you into the perfect remanufactured injection pump. For trucks with 6 Speed Manual Transmissions. Industrial Injection remanufactures and calibrates the VP44 fuel injection pump for the 2000 to 2002 Dodge Cummins 5.9L diesel. The most recent upgrade parts are used in the rebuild process and the pump is calibrated to current specs.

Features:

– Rebuilt With Brand New OEM Parts

– Brand New Electronics

– Calibrated to OEM Specs

– 1 Year Unlimited Mileage Warranty

Note: Wire tapping the pump with a performance module will void any and all warranty.

VP44028 is also known as : HO, High Output, 245HP,
028, 0470506028 or IPVR17X, 05018495AA, 05019657AA, 05019657AB, 05019657AC,
05019657AD, R5018495AA, R5019657AA, R5019657AB, R5019657AC, R5019657AD,
3937159RX, 3937670RX, 3937687RX, 3946370RX, 3947031RX, 3947159RX, 0470506014,
0470506021, 0470506028, IPVR14X, and IPVR17X.

Additional information

Weight20 lbs
Dimensions14 × 11 × 9 in
Brand

Industrial Injection

Core Charge

A Core Charge of $400.00 applies to this part. For more information, CLICK HERE

OEM Cross-Reference Numbers

0470506014, 0470506021, 0470506028, 05018495AA, 05019657AA, 05019657AB, 05019657AC, 05019657AD, 3937159RX, 3937670RX, 3937687RX, 3946370RX, 3947031RX, 3947159RX, IPVR14X, IPVR17X, R5018495AA, R5019657AA, R5019657AB, R5019657AC

Prop 65

WARNING: Cancer and Reproductive Harm – www.P65Warnings.ca.gov

Sours: https://industrialinjection.com/product/industrial-injection-5-9l-24v-vp44-pump-245-hp/

Dodge cummins injector pump 2000

How to Keep the VP44 in Your ’98.5-’02 Cummins Alive

The dead pedal, the long-crank hot restarts, the engine dying suddenly while driving down the road, never to restart again. Yep, sounds like a ’98.5-’02 5.9L Cummins. This version of Cummins’ 359 ci inline-six, the 24-valve ISB, came equipped with the Bosch VP44 injection pump—an electronic rotary pump that is notorious for failing unexpectedly. It followed a period of time where the fully-mechanical Bosch P7100 aboard the 12-valve 5.9L offered in ’94-’98 Dodge Ram 2500 and 3500s wouldn’t die even if you were trying to kill it. Needless to say, the VP44 got a bad wrap from the get-go, effectively becoming the red-headed stepchild of the injection pump world.

But despite the VP44’s unpredictable nature and the fact that many prospective Cummins owners avoid them like the plague, it still enjoys a loyal following. With knowledgeable diesel mechanics, injection system experts and enthusiasts in that following, all of the VP44’s weaknesses have been exposed, well-documented and some have even fixed by the manufacturer over the years. To be sure, the VP44 remains one of the ficklest components to ever grace the legendary Cummins lineage, but there is now an unofficial protocol to follow in order to keep one alive. Below, we’ll highlight the key causes of VP44 failure and what can be done to prevent it from happening.

For more light reading on diagnosis and functionality of the VP44 from a highly reputable source, visit Blue Chip Diesel. It’s a company that has specialized in the ’98.5-’02 VP44 Cummins since it was introduced.

The Bosch VP44

To meet ever-tightening emissions standards on pickup trucks, Cummins introduced both a 24-valve cylinder head and electronically variable injection timing midway through Dodge’s ’98 model year. The ’98.5 5.9L ISB Cummins was equipped with the Bosch VP44 distributor style rotary injection pump. A cam-driven, radial piston pump, it features three internal pumping plungers, a fuel metering solenoid, a timing advance solenoid and a built-in computer called a PSG (or EDC) that monitors and controls fueling. The VP44 is capable of supporting 1600 bar (23,200 psi).

Most Common Failure

The majority of VP44 failures can be traced back to the PSG, the computer that’s married to the top of the pump. Excessive heat and thousands of heat cycles take their toll on the lead-free soldering that was used in the PSG’s internal circuit board, periodically interrupting the electrical signal. During PSG failure, several different symptoms surface, with the most frequent being long cranking when attempting to restart a hot engine. In recent years, better soldering has become part of the remanufacturing process on VP44s, which has led to improved reliability.

Rotor Seizure

Rotor seizure in the distributor portion of the VP44 is another issue that was especially common on early pumps due to an inferior de-burring process from the manufacturer. In essence, the sharp edge of the rotor makes contact with the distributor, digging into both mating surfaces. After enough contact (and damage), the rotor seizes up, breaking the drive plate. At that point only the VP44’s input shaft is left turning, but pressurized fuel is no longer making it out to the injectors. This sudden failure will stop your truck dead in its tracks.

Diaphragm Failure

The diaphragm, which is located at the pump’s distributor head inlet and supplies fuel to the bores of the distributor shaft, is also notorious for failure in early VP44s. Thanks to being made from a material that wasn’t up to the task of dealing with high-pressure fuel spill pulses, it was prone to cracking over time. The diaphragm’s life is further shortened when it’s exposed to lengthy periods with little or no fuel supply pressure from the lift pump. A hard cold start is the biggest indicator of diaphragm failure. The revised, later model VP44s came with a solid steel backing behind the diaphragm, which eliminated the flexing that resulted in failures.

Worn Out Distributor

Various internal components in the VP44 tend to wear out over time, the rotor and distributor being a couple of them. The distributor’s job is to route fuel from the pressurized pumping chamber through delivery valves, toward the injectors. When the distributor section of the pump is on its way out, hot restart issues will be present, and many times rotor and distributor failure go hand-in-hand.

Lack of Fuel Supply

Being that the VP44 relies on adequate fuel supply pressure and volume in order to operate, lubricate and keep it cool, a failing lift pump can spell disaster. Unfortunately, lift pump failure runs rampant on ’98.5-’02 Dodges. A self-priming, electric Carter lift pump came standard on the 5.9L ISB Cummins in Rams, but due to its being mounted on the engine block it is constantly exposed to vibration, which does not aid longevity. The factory fix was to replace the lift pump with an in-tank unit, and while that helped it didn’t provide the kind of reliability most customers expected. Bottom line: If the VP44 is not seeing at least 5 psi of fuel supply from the lift pump, it will not be happy.

Heat Is a Major Killer

A lack of fuel supply leads to hotter fuel being sent through the VP44—and as we’ve already alluded to, the VP44 doesn’t like excessive heat. Did you know the hottest the VP44 gets is actually 15 to 20 minutes after the engine has been turned off? This is due to heat soak. So if you’re driving a truck that makes frequent short trips and is subjected to a lot of hot restarts, your VP44’s life expectancy can be cut in half. Nine times out of 10, having trouble restarting a warm engine means the VP44 is on its way out. The only way to ensure the VP44 stays as cool as possible is to feed it good supply pressure and volume.

12-15 PSI Is Ideal

To keep the notorious chain reaction event of a failed lift pump from starving (and then killing) the VP44, 5 psi of supply pressure is the minimum you should see during idle, driving and/or wide-open throttle. Whenever possible, 12 to 15 psi worth of fuel pressure should be your goal. In the image above, the fuel pressure gauge is illustrating the fact that an ’01 Dodge Ram 3500’s non-functioning factory lift pump is supplying zero positive pressure to the VP44. Hooking up a mechanical fuel pressure gauge to a ’98.5-’02 truck is one of the first steps in diagnosing VP44-related failures.

Install a Reputable Lift Pump

Aftermarket electric pumps from Fuelab, FASS and AirDog have proven more than capable of delivering adequate pressure (again, 12 to 15 psi) to the VP44 on a consistent basis. For performance applications, both companies also offer comprehensive tank-to-engine fuel systems, complete with a high-flow electric lift pump, added filtration and larger diameter fuel lines. With good fuel supply, there is no reason why a VP44 can’t go 150,000 miles, if not 200,000 or more. Just remember to run a fuel pressure gauge in case you ever have an issue with your lift pump.

Mechanical Aftermarket Lift Pump

Power Driven Diesel’s Predator lift pump for ’98.5-’02 Dodges is relatively new to the Cummins aftermarket, but it shows a lot of promise. First and foremost, the pump is belt-driven and fully-mechanical, which means the faster you spin the engine the more fuel it pumps. Second, it features an internal pressure regulator valve that’s set up to work with the factory overflow valve on the VP44, which eliminates any possible overpressure scenarios. Last but not least, its 400,000-mile design means it will likely outlive any truck it’s installed on.

Get a Fuel Pressure Gauge

To keep tabs on the health of your lift pump (even if you’ve installed an aftermarket one), do yourself a favor and install a fuel pressure gauge. Trust us, the sooner you notice your lift pump no longer keeping up, the more money you’ll save in the long run by not having to fork over $1,000 or more for a remanufactured VP44. Some aftermarket gauges even offer a low fuel pressure warning light that you can configure to come on at whichever pressure threshold you deem as being too low.

Curious to know what problems torment other generations of Cummins-powered Rams? Click here.

Sours: https://www.drivingline.com/articles/how-to-keep-the-vp44-in-your-985-02-cummins-alive/
5.9L Cummins Injection Pump Replacement Part 2

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