rancherman

Finally got the vp44 plumbed, primed, bled, and wired. As my son was cranking the engine to bleed the hp lines, I got this psssh, psssh, pssssh noise.... Now, I'll let you know what isn't done yet on this 'several fixes at once' Intake is still open to the world. Air horn is not there, along with any form of intake pipe or turbo. Radiator is not in, steering gear is not in, Lines are dangling from the pump. I did allow the engine to 'fire' for a couple seconds after tightening the hp lines....just to confirm my 'new' pump is a runner... and that part is good. Back to the weird noise: I would swear the noise is coming out the intake plenum... At least that side of the engine and/or front of engine. It's definitely equal spaced... Like 1 phssssh per 2 revolutions. My thought was at first; bad or out of adjustment intake valve, and without the air horn in place, I can now hear it. Or another scenario: I got a bad spot on my vacuum pump seal, and since I didn't allow the engine to start, I could hear it leaking? there was noticable blowby on just cranking speed. (it was clear clean air since the engine wasn't actually running) I only noticed it because I put my thumb over the tube. It took about 5 seconds to feel the pressure (slight, but still there... I'd guess 1-2 #s) It was a smooth flow... no puff puff puff.. Or... and I am being really hopeful on this... it's the way one injector line could be 'resounding' on the sheetmetal lid of the intake.. Truck has 135k miles, and I'll run the valves tomorrow.. Anyone care to jump in here? Thanks! - - - Updated - - - .....ran the valves this morning... most were a tad loose. No tight ones. hooked up the air horn and downpipe-to-the cooler and refired the engine. I can hear the phssssh through the intake tube. Head gasket.

yepper! IP drive gear. The pressure that hub trying to stretch it must be horrendous. And add the little slot for the keyway is a perfect spot for a split! I found an early VP44 tech bulletin (straight from Bosch) that has 'only' 25 ft. lbs.. That's what got me searching! When I found more than one agreeing with the 125 ft. lbs.... 'here' included.... that's what I went with. It did take quite a hump to get it dismantled..

In the box I got; 1 lip seal with plastic guide sleeve 1 seal install/driver/depth gauge 1 smaller thin seal (steel backed with rubber od and id) with same ID as crank OD, but smaller OD than cover hole 1 black rubber 'square profile' o ring that has same OD as cover hole 1 black rubber 'rectangular profile' o ring. Is this for the breather cap seal? 1 gear case gasket Is any of this 'extra' stuff for the actual crank seal??? Ok, methinks the steel-backed smaller seal actually snaps inside the main part of the big crank seal... AFTER installed to proper depth... Hence "2 piece seal"?? - - - Updated - - - well, right or wrong, the front cover is back on. sheesh. What a ____ poor technical write up on that dang seal. Fel-pro ususally would take a 'problem' inherant to a particular engine, and make improved seals/gaskets over the OEM. But what they did here is add the extra backing to the oem seal, the extra sheild (which is commonly thought of as a 'driver', or depth gauge) which it is NOT. A lot is up to the imagination when opening up the box! No intructions. none. Just a box of 5 loose parts. I must of spent 2 hours searching online for just a scrap of info on this seal! Figured out the larger flat band was for the breather seal. I must of blown an hour just to confirm the torque on the pump shaft! 125 ft lbs!!! ON A TAPERED SHAFT is INSANE, especially with a keyed hub and fine thread! But, that's where she's set now!

well, originally, I was just thinking about staying with the common 1 oz. per gallon. I am a little 'rich' now, probably 1.5-2 oz.After I took the tractor down the road for it's preliminary run/check for leaks... the pyrometer said it was just a snort warmer than when it had the old injectors and straight diesel. Maybe 50* Now just buzzing down the road with no load (other than it's own weight 34,000#) I am seeing 650-750* Most typical days will burn around 150 gallons, and I try to fill tractors before shutting down with fuel while they are still hot.That keeps a cooling off tractor from pulling moist air into the tank and condensing water during the night.To keep things fairly simple, One gallon of 2 stroke per 'fill' should keep me pretty close!

grape diesel fuel!Mixed up the wally world 2 stroke oil today and guess what color off-road diesel red becomes when blue is added? Looks just like thin grape koolaid. I swear that 903 is less 'ticky' with that oil in the fuel! So, now that that project is done, should be able to finish up the 2000 ram tomorrow, at least get the engine buttoned back up.

I should of never powerwashed the dang thing! I never would of found the snapped off peg on the bottom of the intercooler (or the crack leading away from the broken peg)... easy fix, I'll weld a 5/16ths rod to a fender washer, then JB weld the whole thing to the bottom of the intercooler.should have the new pump hung and plumbed by tomorrow... barring any new winter storms! But still waiting on the front crank seal.Son Rob claims the radiator is 10 pounds lighter now....power washed it back and forth for half an hour. Need to hit it tomorrow with soap to cut the last of the oil film meanwhile, I was under there trying to spot where all my PS fluid is running out... typical output shaft seals are gone on the steering gear. And there is quite a bit of slop in the shaft. I wont rebuild it myself.. Rockauto has several branded exchange units for 100-180$BTW, the new VP DID come with new electronics and new overflow valve. (DAP) I also see my idler is cocked over, and causing the serp belt to ride over. I guess it's better to get all this crap out of the way now...BEFORE it's time to haul cattle!

I'd say you have a very healthy bottom end! But I have recently learned that rotella may not be exactly reccomended by Cummins.

LOL, I was hoping it would follow the laws of chemistry! And not just go to the bottom of the tank like a cold lava lamp...:lmao:The 2 filters hold about a gallon.. I'll 'juice em up' too!This engine has to be the easist motor ever to prime... Standard procedure to restart engine after running out of fuel:Fill tank with fuel.Fill filters with fuel.Start engine. The injectors are driven off the cam shaft with pushrods. The 'injection pump' is basically supplying fuel to the fuel gallery drilled down the center of the heads, at about 200-300 lbs pressure. (depending if idle or wot) and what isn't used goes right back to the tank. This thing is as simple as a rock.

check to see if there are any differences on how your trailer is taxed (plates) All my stuff is ball mounted, but I've heard over the years that plated stuff is higher. Least in my great state.

I raided Wally world last week and bought every jug of 2 stroke they had. $12 and change/gallon.I just put new injectors in my 903, and I want the first sip of fuel to have the extra lube!So, here is my situation, This tractor has 2 saddle tanks, about 110 gallon each. They are connected at the bottom with a 2.5 inch pipe. My filler inlet is on one tank only, (same tank that pump draws from and returns to). I'll pour 2 gallons of wallys blue into the tank (it's about 3/4 full at this time)... and stir the crap out of it. I was thinking about getting a paint stirer chucked into my drill? The fuel cap is 4 inch, so getting something down in there shouldn't be a problem. Maybe even a piece of 2 inch wide flat steel (as a paddle to mix) Going with new filters too, so I should have a pretty decent chance of hitting my new injectors with plenty of slippery diesel!After this initial fill, just pouring the 2 stroke as I am filling should be good enough for mixing... Plus, the agitation from the return is huge!

ok, follow my trail here... the dashed lines (-----) means 'wire'. BATTERY (12 POS)--------------(FUSE, 10 AMP)----------(SWITCH IN CAB)------(PRESSURE SWITCH #1)------- ------(PRESSURE SWITCH #2)-------------(RELAY ACTIVATION COIL)----(wire to ground IF relay is not self grounding) then, another fused source of 12 pos: BATTERY(12 POS)-----------(FUSE 15A?)---------(RELAY, LINE IN) (RELAY, LINE OUT)-------------(COMPRESSOR)---------(IF NEEDED, GROUND.) SOME COMPRESSORS ARE SELF GROUNDING (one wire units). If you have 2 wire, one wire will take the 12 volts from relay, the other is grounded. Typical relays with have 3 or 4 terminals. 1 for relay activation, 1 for 12 volts in (line), 1 for 12 volts out to 'load', and possibly relay ground. Most are self grounding - - - Updated - - - ok, follow my trail here... the dashed lines (-----) means 'wire'. BATTERY (12 POS)--------------(FUSE, 10 AMP)----------(SWITCH IN CAB)------(PRESSURE SWITCH #1)------- ------(PRESSURE SWITCH #2)-------------(RELAY ACTIVATION COIL)----(wire to ground IF relay is not self grounding) then, another fused source of 12 pos: BATTERY(12 POS)-----------(FUSE 15A?)---------(RELAY, LINE IN) (RELAY, LINE OUT)-------------(COMPRESSOR)---------(IF NEEDED, GROUND.) SOME COMPRESSORS ARE SELF GROUNDING (one wire units). If you have 2 wire, one wire will take the 12 volts from relay, the other is grounded. Typical relays with have 3 or 4 terminals. 1 for relay activation, 1 for 12 volts in (line), 1 for 12 volts out to 'load', and possibly relay ground. Most are self grounding

Just what this Country needs! If actually done, can you imagine where it will/might end up?For example, today I read where they want to up the cigarette tax, again. This money won't go for reducing one drop in the national debt, or to even reduce the spending deficet.NO, It is already earmarked to fund the nationwide daycare/preschool for 4 year olds.If this is how budgets are balanced these days... 'spend first, then tax later to make up for it'... And taking a trillion bucks out of this Country's peoples hands (that could of been used to buy a new car, appliance, FOOD, furniture... etc etc) can only be good right??

ok, I had to run out and check my cows in this storm... and replayed your question in my head.Run the circuit so both pressure switches are part of the energizing loop in the relay. The main power out (from relay) should only go to the compressor only. This will isolate the higher amp loads to just between the relay and compressor.This way, only minimal amps will be going through the switches, not the whole load created with the compressor.Those switches, (which would be wired in series.. would only then complete the relay activation circuit) would not matter which switch is wired first. Both would be normally 'closed'... and if too high or too low a pressure is encountered, the respective switch would 'open' and then would shut down the relay.. which would de energize the compressor.Are you certain you may have just a tad too much refrigerant in your system? I've put a little too much in a tractor or 2 with similar icing up conditions.

just run the high and low pressure switches in series with your clutch engagement circuit...which probably means the clutch gets the 12 volts straight off the relay, then it's ground will then be hot side running back through the 2 switches... Then finally back to ground.That way, if you have either low switch cut out (low pressure from not enough refrig.) or high switch cut out (too much head pressure from over charging or iced up evaporator) it will "open" the circuit and prevent the compressor from engaging.

Oh, geez, there THAT is again!^^^^^

Good idea mike, about checking the alt. I have a suspicion that my 'dead batteries' might not be totally the batteries fault. I'll have it checked (alt) whilst the pump is going in. local NAPA has a testor, How fancy a machine is needed to pick up on 'noise'? - - - Updated - - - ZachN, Going through almost the exact same deal with our 2000 ram. I had only the 1688 code however. The factory lift pump has been changed religiously since new, BEFORE it would start getting tired. Currently have Airdog FRRP (basic stock replacement oem style). I am only pushing the stock horsepower. I would not try to push that pump any more than a stocker needs. You will see in recent threads in here that reliability in aftermarket pumps have declined recently. Airdog is one of them. That may have been addressed by now. Mike wants me to check my alternator for 'noise' and output, which may have violated my electronics in my VP. Right now, I'll have right at 1000 bucks into my new pump, Which I got on order from DAP Diesel auto performance. Basic hand tools is pretty much all you will need to change out... plus a small gear or steering wheel puller. Clean up the area before you start cracking open lines! Your red light may have come on because the fuel lift pump was shut down due to the injector malfunction. Don't use that light as a 'filter-minder'.... this is your first diesel, and keep that filter changed!

all forward progress stopped today: Blizzard. Ice, and power outages.So, been thinking about eliminating some of the oil leaks on this engine. And since it's time for it's first radiator/exchanger/condensor removal/back blow out... (grass hoppers and grass seed pluggage) I got the front end pretty much opened up. Found the 'deer strike' from this winter has rolled the front bumper back a tad, and the bumper filler has rubbed a nice slice into the condenser. I caught it just before it made it through the exchanger! I'll go ahead and pop the timing cover off and renew the crank seal and gasket. I haven't got that deep yet, and see felpro gasket/crank seal for about 28 bucks. Is that gasket for the block-to-gear case? Does the cover itself need a gasket?As I type this, Thunder is getting really close! wild times here on the prairie!

SCORE! DAP it is! Standard Output vp44$970, $ 20 upgrade shipping, ( I want it here before the weekend)... SO VP44 will support up to 650HP with larger injectors, turbo and fuel system.Pump has new electronics, new steel sleeve, new housing, upgrades to the newest internals. Uses all BOSCH parts and has 1 year warranty.

Thanks! Ok, I didn't even have to walk out to the truck to look up the vin....Quick Serve already had it for me. And my engine code of "6" sure enough is the standard non-HO 235 hp cummins. I was confused by the 'good ol boy' doing his pump install video! The sticker inside the glove box says manual trans- 6 speed. Oh, a side note: I called ThoroughbredDiesel this morning... and asked them about New or reused electronics..... I was basically told if ''It aint broke, they don't fix it". That for me was an AH-HAA moment! So, I'll check out some of the member recommended sites tonight! Thanks!

geez, I thought the 6 speeds were available in '99! along with the 5 too..My neighbor has a '03 WITH A 5 SPEED! (I thought all 5's were gone by then!)my underhood sticker is long gone, is the info on the data plate that's rivited to the radiator support?

:ahhh: Got the old pump almost out, and used a mirror to check the pump #..... ACCORDING TO Thoroughbred Diesel, 98.5 - 99 auto, and 5 speed trucks WILL BE 235 hp. Later '99's through 02 WITH 6 SPEED Will have the 245 hp pump The one I am working on is a registered 2000 model, with 6 speed. (truck was assembled in Oct 1999) I entered my ESN with Cummins Quick Serve, and I got this: [TABLE=class: fullscreen] [TR] [TD] [TABLE] [TR] [TD] [TABLE] [TR] [TD] PRINT ENGINE DATAPLATE [TABLE=class: box dataplate] [TR] [TD=class: tbl_header, colspan: 2]BASE ENGINE INFORMATION [/TD] [/TR] [TR] [TD=class: col_header]Upfit [/TD] [TD]Original [/TD] [/TR] [TR] [TD=class: col_header]Engine Serial Number [/TD] [TD]56644202 [/TD] [/TR] [TR] [TD=class: col_header]Vehicle ID Number [/TD] [TD]3B7MF3668YM212862 [/TD] [/TR] [TR] [TD=class: col_header]Shop Order # [/TD] [TD]SO98021 [/TD] [/TR] [TR] [TD=class: col_header]Plant [/TD] [TD]BEX - B-SERIES EXPANSION SITE [/TD] [/TR] [TR] [TD=class: col_header]Build Date [/TD] [TD]15 Oct 1999 [/TD] [/TR] [TR] [TD=class: col_header]Warranty Start Date [/TD] [TD][/TD] [/TR] [TR] [TD=class: col_header]Customer Number [/TD] [TD]1358 [/TD] [/TR] [TR] [TD=class: col_header]Customer Name [/TD] [TD]NO WARRANTY COV [/TD] [/TR] [TR] [TD=class: col_header]ECM Code [/TD] [TD]Not Available For This Engine [/TD] [/TR] [TR] [TD=class: col_header]Fuel Pump Part # [/TD] [TD]3946371 [/TD] [/TR] [TR] [TD=class: col_header]Fuel Pump Calibration [/TD] [TD]GG11 [/TD] [/TR] [TR] [TD=class: col_header]Film Card [/TD] [TD]T [/TD] [/TR] [TR] [TD=class: col_header]Engine Config # [/TD] [TD]D403033BB18 [/TD] [/TR] [TR] [TD=class: col_header]CPL # [/TD] [TD]CPL2662 [/TD] [/TR] [TR] [TD=class: col_header]EPA Model Name [/TD] [TD]XCEXH0359BAR [/TD] [/TR] [TR] [TD=class: col_header]Marketing Model Name [/TD] [TD]ISB-230 ENCORE [/TD] [/TR] [TR] [TD=class: col_header]Service Model Name [/TD] [TD][/TD] [/TR] [/TABLE] [/TD] [/TR] [/TABLE] [/TD] [/TR] [/TABLE] [/TD] [/TR] [TR] [TD] © 2000-2013 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A. Terms of Use and Disclaimers | Feedback / Help | Recommended System Requirements Then I looked up it's fuel data plate: [TABLE=class: fullscreen] [TR] [TD] [TABLE] [TR] [TD] [TABLE] [TR] [TD] BACK TO OPTION LIST | PRINT OPTION DETAIL [TABLE=class: box] [TR] [TD=class: tbl_header, colspan: 5]Electronic Parts Catalog - Option Detail [/TD] [/TR] [TR] [TD=class: col_header]Option [/TD] [TD=class: col_header]Group [/TD] [TD=class: col_header]Graphic [/TD] [TD=class: col_header]Film Card [/TD] [TD=class: col_header]Date [/TD] [/TR] [TR] [TD=align: center]FR90529 [/TD] [TD=align: center]99.01 [/TD] [TD=align: center]null [/TD] [TD=align: center]T [/TD] [TD=align: center]09-FEB-13 [/TD] [/TR] [TR] [TD=class: col_header]Engines [/TD] [TD=colspan: 4]4B3.9, ISBE CM2150, ISD4.5 CM2150, QSB6.7 M CM2250, ISF3.8 CM2220 F103, QSB6.7 CM2250 EC, ISB 5.9 G CM2180, ISBE CM800, ISF3.8 CM2220 AN, ISB6.7 CM2250, B4.5 RGT, ISF2.8 CM2220 F101, B5.9 G, QSB3.9 30 CM550, QSB5.9 30 CM550, G3.9, ISD6.7 CM2150 SN, QSB6.7 CM2250, ISF2.8 CM2220 EC, ISF3.8 CM2220 IAN, B6.7S, QSB7-DM CM850, ISB6.7 CM2350 B101, ISB CM850, ISBE4 CM850, ISF3.8 CM2220, B4.5, ISB CM2150, ISF2.8 CM2220 AN, ISB6.7 CM2150 SN, QSB6.7 CM850, B5.9 G CM558, B4.5S, ISB6.7 CM2150 SQ, 6B5.9, ISB4.5 CM2150, B5.9 GAS PLUS CM556, ISF2.8 CM2220 IAN, QSB4.5 30 CM550, ISB4.5 CM2150 SN, QSB5.9 CM850, ISB CM550, ISF2.8 CM2220, QSB4.5 CM850, QSB5.9 44 CM550, F3.8 F102, B GAS INTERNATIONAL CM556, B5.9 LPG PLUS CM556, QSB4.5 CM2250 EC [/TD] [/TR] [/TABLE] [TABLE=class: box, width: 95%] [TR] [TD=class: tbl_header, align: left]Add Part to Cart [/TD] [TD=class: tbl_header, align: left]Ref No [/TD] [TD=class: tbl_header, align: left]Part Number [/TD] [TD=class: tbl_header, align: left]Part Name [/TD] [TD=class: tbl_header, align: left]Required [/TD] [TD=class: tbl_header, align: left]Remarks [/TD] [/TR] [TR] [TD=colspan: 6][/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left]FR90529 [/TD] [TD=align: left]RATING,FUEL [/TD] [TD=align: center][/TD] [TD=align: left]Fuel Rating [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Advertised HP: 235 @ 2700 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]RPM [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Secondary Adv HP: N/A @ N/A [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]RPM [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Governed HP: 220 @ 3200 RPM [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Governor Regulation (%): 8.4 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Torque Peak (lb-ft): 460 @ [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]1600 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Fuel Pump Manufacturer/Model: [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Bosch VP44 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Fuel Pump Mounted Angle: 35 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]degree [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Governor Type: Electronic [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Boost Control Provided: Yes [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Fuel Pump Type: Rotary [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]High Pressure Fuel Line ID [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left](mm): 1.8mm (0.07in) [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Low Idle Setting: 800 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]High Idle: 3500 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Engine Application: [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Automotive [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]SUPP Emission Test (gms/BHp- [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]hr BSNOx): 4.0 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]CPL: 2662 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Certification Agency: EPA [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Certification Year: 1999 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Engine Cylinders: 6 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Ambient Air Pressure Sensor: [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]No [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Engine Family: B Series [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Structure Code: 03 EBM [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Manufacturer of Record: [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Chrysler [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Fuel Type: Diesel [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Cylinder Head Material: Cast [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Iron [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Peak Power: 235 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Peak Power RPM: 2700 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Governor Break RPM: 3230 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Dual Power Rating: No [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]FP Gear Timing (deg crank): [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]0 deg retarded [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Engine Design Phase: Encore [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Engine Aspiration: Charge [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Air Cooled [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]High Altitude (>10K feet) [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Rating: No [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Managed Torque: No [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Speed Sensor Location: [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Crankshaft [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Cylinder Head Valve Seat [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Inserts: No [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Base Turbocharger ID17: [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]3592766 [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]ECM Type: CM551A 50 pin [/TD] [/TR] [TR] [TD][/TD] [TD=align: center][/TD] [TD=align: left][/TD] [TD=align: left][/TD] [TD=align: center][/TD] [TD=align: left]Fuel Pump: VP44, 3x7.5. [/TD] [/TR] [/TABLE] [/TD] [/TR] [/TABLE] [/TD] [/TR] [/TABLE] [/TD] [/TR] [TR] [TD]© 2000-2013 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A. Terms of Use and Disclaimers | Feedback / Help | Recommended Cummins claims I have a 235 hp engine, Thoroughbred Diesel says I SHOULD have the 245! I got my inspection mirror out, and can read all but the last 2 numbers on my pump ID plate! I will have to finish pulling the pump to be able to read the whole thing... [/TD] [/TR] [/TABLE] [/TD] [/TR] [/TABLE]

They don't specify. what they DO say is: Thoroughbred Diesel offers replacement Bosch Vp44 Fuel Injection Pumps that have been rebuilt by certified Bosch tech and have been tested on a test stand for 4hrs before the pump is sent to you. Bosch VP 44 diesel pumps are also upgraded with all the latest upgrades required by Bosch. Our VP44 injection pumps come with a 1yr unlimited mileage warranty. So, before I 'clik the buy now' button.... I'm going to do a little calling tomorrow AM!

THAT's exactly what I used to think! So, do I either: get a new valve separately? ~ $40 or, find a shop who sends it with the pump? In any case, reusing the old isn't too cool? I replayed the install vid on their site, and it does still say 'VP44 no longer comes with overflow valve and sealing washers'.

Thoroughbred Diesel... Stock '44 for $975 free shipping.The install video did say these pumps no longer come with the overflow valve and washers. Should I reuse mine or get it new from somewhere else?

When I entered my esn, it gave me the whole nine yards on this motor's build date, build codes, original customer's order # (Massey Ferguson)... Fuel pump codes, CPL, plant it was built in... etc!I think this site already sends the known CPL to it's search engine, and that is already factored in. I say this because at the top of each exploded view there is a heading: PARTS FOR ESN 12345678, and maybe it only shows parts specific to my actual engine. This motor had about 3 different exaust and intake manifolds for various apps... and the only one they show for mine are the correct ones.The last 2 times I've ordered from a Cummins distributor for parts, they have only asked me for the ESN. In fact, great plains cummins uses the quick serve themselves!In various parts searches, I have however, found " use this part # IF CPL xyzz is used".I like the part under my engine's profile where it says: emission code, computer code... and there is a big ol "NOT APPLICAPLE FOR THIS ENGINE"