So I haven't driven my my pickup in a month and a half and it was gelled up when I parked it but I put a bunch of treatment in it before I parked it and ran it for a bit and then parked it... Yesterday I put a new fuel filter in bumped the key to cycle lift pump to fill the fuel filter housing... When I did this I heard the lift pump running but no fuel was being pumped it was about 20 degrees yesterday.... The pump is only like 2 years old...has anyone had the pump run but not move fuel before or do you think it might just be gel in the lines

Jones, 

I'm having the same questions.  I will use my truck to travel long distances/ road trips.  I don't want to put a system on that could break down and leave me with no chance for getting spare parts.  I was thinking of doing an airtex relocation frame mount, and just carrying a spare.  I hear everyone say that we need to upgrade to a FASS or Airdog, but then those same people write about motor failures, spring failures, leaking housings etc.  I like stock and I love the pump moved to the frame idea.  Unless there is a way to mount a FASS or Airdog stock style replacement pump to the frame, and still carry a spare Airtex to swap in an emergency.

AP

You can get a FASS DDRP with a frame mount I believe. The other option is an Airdog raptor 100. Thats what I run and its mounted on the frame. It is about the same exact size as the stock pump but you get more flow with it. Yes, they were having problems with them but I hear they have since cleared it it. I have been running mine for about a year with no issues yet. The biggest thing is you need that pressure between 14 PSI and 20 PSI. Anything less and the VP44 will overheat and anything more and you run the chance of blowing the seals out in the VP44. It should stay between 14-20 AT ALL TIMES.

I've seen where people get lucky and push the upper pressure well up to 30 and above. Making claims that the VP44 will accept those kind of pressures. Might be true but for how long till something fails? Does anyone have the proper means of diagnosing VP44?

 

Being the factory lift pump came out with 14-15 PSI and adding a mere 5 more to it isn't going to make or break it. But now doubling the pressures you asking for troubles.

 

We already know that stock plumbing and pumps are marginal at best at even keeping 10 PSI and wonder why we have such failures. But rather strange to see industrial ISB engines like for tractors and such rarely have VP44 issues. Makes you think.

I  think most  industrial  apps   are not  pushing the   engine to the max...  probably  100-150  hp  for  most  continuous duty  situations...  and  that  is  ~5 gallons per hour....I guarantee you they don't have  5/16ths  supply line either!     and the other  possibility is   industrial  apps  usually have the  fuel tank  above  the engine.(and it's  usually only  1 or 2 feet away)     A  combine harvester  is  the  only  machine I can think of  that  has to draw from below.  (not aware of  anyone using a cummins  on  a  combine anyway)

The VP44 came into existence for emissions reasons....I am not aware of anything they are on in an industrial application?

I have seen construction equipment as new as 05 with a P7100 on it, along with a mechanical lift pump at the back of the block.

Edited January 21, 201411 yr by diesel4life

good point!    I  think you are right,   the  first  computerized   cummins  in a tractor (I've seen) has the  cp3  and  cr  system.

Yep, Ive seen several CR engines as well. We actually have 2 shuttlewagons at work with CP3s, and our baby crane, an 03 or 04 Grove looks to be a 12 valve (has seperate valve covers) with a p7100.

I've ran a few track hoes with 24 valve engines and a P7100. I'm not saying there is nothing out there with a VP44, I've just never seen anything. I always assumed they were only in Dodge trucks and the UPS vans.

I  think  2005  was  the  first year for  emission control   for    off road  applications..     and  that'd be  well into the  CR  technology.