Mechanical lift pump 24v cummins

Mechanical lift pump 24v cummins DEFAULT

'98.5-'02 Dodge Ram 5.9L GDP Fuel Boss Mechanical Lift Pump System

'98.5-'02 Dodge Ram 5.9L GDP Fuel Boss Mechanical Lift Pump System

The top offering in the GDP pump line is the FUEL BOSS mechanical lift pump system. The FUEL BOSS is a belt driven mechanical lift pump that increase output and pressure to match engine RPM.

Common electronic failures of the factory lift pump are eliminated. No more worries of carrying a spare pump in the tool box. The stock lift pump will now only run for a few seconds at each start. After startup the stock unit is turned off via a Hobbs pressure switch and will not run again until the next start up cycle. The stock lift pump is not required for proper Fuel Boss operation and is used only for priming the fuel canister after a filter change!

The FB-1000 pump supplied in the FUEL BOSS kit has no bearings to wear out and is a straight cut gear pump capable of pressures well above 100 psi. Running at a 2-1 reduction the FB-1000 turns only half of the engines RPM which is a mere 25% of its rated RPM at cruise. With proper belt tension the FB-1000 will easily last the life of your truck!

Extreme pump longevity is only one of the numerous benefits provided by the FUEL BOSS system. All FUEL BOSS pumps also come equipped with a 100% Viton lip seal which makes them perfect for ULSD, Bio Diesel use and Veg Oil conversions.

FUEL BOSS drive systems are comprised of high strength polycarbonate drive pulleys and nylon covered, fiberglass reinforced, neoprene belts. Belt changes are recommended at 50k to 75k intervals.

Tied to the engine’s RPM via the crank mounted drive pulley the FUEL BOSS will increase output and pressure any time you increase engine RPM. This is truly an engine driven high output system! Minimum fuel pressures at idle and maximum flow at engine redline, just the way it should have been from the factory. Tap the throttle and watch your fuel pressure gauge rise instead of fall!

The FUEL BOSS can fuel any truck from stock to the wildest, Hot Rod VP fed power plant imaginable! For extreme trucks we offer a Hyper-Drive belt and pulley combo which will increase pump speed and output an additional 20% over the stock 2 to 1 drive combo provided.


**Note** Only for trucks with stock harmonic balancers. Due to dimensional differences this system will not work with aftermarket harmonic balancers such as the Fluidampr® brand balancers.

**Note**Not for use on trucks with an in-tank conversion. If your truck has been converted to an in-tank pump please contact us and we will build a system for your application.

Sours: https://www.glacierdieselpower.com/i-1112-98-5-02-dodge-ram-5-9l-gdp-fuel-boss-mechanical-lift-pump-system.html

Predator Lift Pump for 1998-2002 24V Cummins Diesel

The 24v Predator mechanical lift pump features a 4.3cc displacement, delivering 117.8 gph at 20 psi at an engine speed of 3500 rpm. Supporting a maximum injection rate of 700cc’s, this lift pump provides double the fuel flow required for a typical hot-rod VP44. All Predator mechanical lift pumps are vane-type pumps constructed of corrosion-resistant materials, delivering an unprecedented level of performance and longevity. Predator mechanical lift pumps are designed for continuous duty at 4000 rpm and intermittent duty to 6000 rpm.

With a design lifespan of 400,000 miles, there’s a good chance this pump will outlast the rest of your truck. However, if you somehow manage to wear it out, the lift pumps are fully rebuildable. A safety feature unique to Predator mechanical lift pumps is an internal pressure relief. This can be used to protect the fuel system from destructively-high pressures, or as the first stage of a two-stage pressure regulation system. On the 24v, this relief is set to work with the included external regulator and factory OFV to deliver fuel pressure adjustable between 12 and 22 psi.

If you have a Fluidampr, check which style of Fluidampr you have by checking whether or not the crank pilot protrudes from it. See the pictures in the gallery for examples.

Installation note: Some 24v trucks were either factory-equipped or dealer-retrofitted with an in-tank lift pump as an attempt to curb the reliability issues of the stock VP44 lift pump. The basic install version of this kit draws fuel through the factory fuel module. If an in-tank pump is present, it will be enough of a flow restriction to cause problems with the Predator system. If you are upgrading from stock and drawing fuel through the factory module, you must verify your truck does not have the in-tank lift pump or remove the pump from the fuel module before installing the Predator. If your truck is stock and does not have the factory lift pump mounted on the side of the block below the fuel filter canister, you have an in-tank pump. However, the presence of a lift pump on the block does not necessarily mean there isn’t also one in the tank, as there have been a few reports of trucks being equipped with both simultaneously. Removing the tank filler cap and keying on the truck will allow you to hear an operating in-tank pump, but the only way to be 100% sure is to remove the module from the tank and visually inspect it. If you plan to use a sump or drawstraw, bypassing the fuel module, all that’s needed is to disable the in-tank pump by removing the appropriate fuse or relay.

Installation Instructions (98.5-99)

Installation Instructions (00-02)

Dodge

1998.5-2002 24v Cummins

Sours: https://dealer.powerdrivendiesel.com/product/1998-2002-24v-predator-lift-pump/
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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/
FASS DRP Lift Pump Problems/2002 Ram 5.9l Cummins Diesel

DTT AFP98502 Assassin Mechanical Lift Pump

Part #: DTTAFP98502

1998.5-2002 Dodge 5.9L Cummins

Part #: DTTAFP98502

★★★★★★★★★★1 Reviews

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The DTTAFP98502 Assassin Billet Mechanical Lift Pump is the top of the line when it comes to fuel flow and reliability for your 98.5-02 Dodge 5.9L Cummins. Constructed from billet 6061 aluminum, with custom designed steel gears for maximum fuel volume and durability. The Assassin Billet Lift Pump is designed to allow fuel fuel flow no matter what power your truck makes, while offering the reliability to ensure that your lift pump won't leave you stranded.

 All Assassin Lift Pump Kits come complete and ready to install. If you are sick of the factory style electric pumps that just don't cut it. Don't replace it with another electric pump, get maximum reliability with the Assassin Billet Mechanical Pump.

Kit Includes: Pump, Mounting Bracket, Drive Hub, Pulleys, Belt, Regulator, Fittings, Lines, Hardware & Draw Straw.

Features:
  • Most Durable & Quietest Lift Pump On The Market
  • Can Supply Fuel For 1000+ HP
  • Simple Installation

 For use with stock harmonic balancer only.


YEARMAKEENGINE
1998.5Dodge5.9L 24V Cummins
1999Dodge5.9L 24V Cummins
2000Dodge5.9L 24V Cummins
2001Dodge5.9L 24V Cummins
2002Dodge5.9L 24V Cummins
  • MFG. NumberDTTAFP98502
  • Manufacturer NameDTT
  • Shipping Weight8.00 lb.
  • Prop 65Prop 65 WarningWARNING: Cancer & Reproductive Harm - P65Warnings.ca.gov
★★★★★★★★★★

1.0/5 Star out of 1 Reviews

Rob (Ct) | August 4th, 2014

This product is by far one of the poorest designs of a mechanical fuel pumps I have ever seen. It was installed for approximately 4 hours before I packed it back in the box to ship back to DTT.Problems I encountered.1. very poor directions for install, no parts list or printed invoice plus never got my spare belt.2. On the aluminum pulleys the set screws are very easy to strip.3. bolts provided for mounting bracket on oil pan are to short torque spec 19 ftlbs, first bolt striped out block oil pan threads with new torque wrench bought same day second bolt striped out with old torque wrench.4. if you have bought the truck used like myself parts are bound to be missing the stock return lines to the tank were missing and they do not supply enough hose for return line to tank.5. once hooked up idle fuel pressure very low running about 1psi on gauge in truck and on test kit. For those of you that are new to the diesel world that's Not to good for the vp44 about 13psi short of normal. Side note no leaks in fuel system.6. DTT does not list a phone number for help only a email box that I found.Over all my experience was very poor.Just trying to save some other people from experiencing the same problems I have encountered.


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Sours: https://www.xtremediesel.com/mm5/

24v cummins lift pump mechanical

What's upset then. Without ears, tongue and nose, he even became a little prettier, in my opinion, didn't he. Barely alive from pain, Ivan watched with bloody eyes from iron filings how Doc diligently treated his wounds, while sweetly saying:.

FASS DRP Lift Pump Problems/2002 Ram 5.9l Cummins Diesel

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" And she followed the chef who met her at the.

Now discussing:

No you did not understand. How are you. Liked it.



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