Dick,
I think that the Orlando SEP facility is the VP44 rebuild center. Could you ask Tampa if that is true, and if so that a VP knowledgeable tech guy be available?
Usual things like:
what fails,
what do they see as internal dammage and what causes it,
what about the LSD, ULSD, biodiesel other than Bosch's position of do not do it,
0216 codes and culprits that cause that,
after working on fuel system purging air how critical you get ALL (EVERY bit) vs as much as you can and the VP handle a small amount (how much air can the VP handle routienely),
after engine shutdown VP (PSG) heat soaking,
fuel psi range of input acceptable,
what is exactely the fuel path internally,
how is the PSG cooled exactely (and what are its temp limits),
how much heat does the VP add to the input fuel and how does that heat get dissapated,
are there changes that NEED to be made to the Dodge fuel system to help the VP have a long life (we make a lot of changes, but what really NEEDS to be done),
where is this diaphram that fails that can only be deflected +- 2. 5mm or it causes seal dammage,
how EXACTELY is timing done and what throws the 0216,
what is the 0216 code anyway (other than the obvious VP timing error),
what gets rebuilt when a rebuild is done (can you get a more complete rebuild for more $$),
what are the Bosch upgrades since the orgional VP's were installed in 98. 5,
guys are carrying spare VP's like they do lp's (is this necessary?, if so can a new unused VP rebuild be exchanged yearly so you know you have all the latest upgrades if you have to install that spare VP)
It might not be possible, but sure would like to get into the really nitty gritty of the VP.
Thanks,
Bob Weis
What else needs to be added to the list?
Attention: TDR Forum Junkies 
, will not be so hot temperature wise either. 
