Engine/Transmission (1998.5 - 2002) Sick truck !!!!

[Lease]

Did the in the tank lift pump conversion last weekend. Was the only way to get my gauge to work. Ran great afterwards. I ran one tankful of fuel with no problems. Today i was hauling a load of straw and was running fine when all of the sudden i had a bad vibration. Thought it was a tire gone flat. When I left off of the throtel vibration went away. Back into the throtell vibration came back. Was able to limp it off of highway and it died. Had a few air bubbles at the schrader valve and with some persaysion was able to get it running enough to get it on to the trailer to get it home Now it will start but sounds like it is missing on one cylinder. Possible bad injector? or vp-44 #@$%!

 

[Vaughn MacKenzie]

Judging by your symptoms your new lift pump has issues. The in-tank lift pump isn't an ideal move because if it fails it means dropping the tank again. Better off with lift pump relocated to the inside of the frame in front of the fuel tank: VULCAN PERFORMANCE - TRANSFER PUMP RELOCATION KIT-Dodge Cummins Diesel Truck Accessories – Geno’s Garage

To check if your lift pump works adequately find a 2-liter soda bottle or similar container and stick the end of the fuel drain hose in it. Have someone bump the starter (don't start engine) and as soon as they do open the drain valve. Fuel should rush out vigorously and quickly fill at least halfway (if not most of the way) before it stops. If it doesn't move fuel sufficiently then it's the lift pump.

 

[Lease]

Ok had the local dodge dealers diesel tech bring home his scan tool from the dealership and he was able to cut out each injector one at a time and when he cut out # 6 there was no change in sound. #1 through #5 made a big difference in sound when he cut them. He thought maybe the computer was trying to compinsate for a problem in #6 cylinder by over fuelling the rest of the cylinders. And thats where he thought my few air bubbles came from. Any thoughts? Oh yeah truck is stock other than low restriction muffler and silencer ring removed

 

[kurgan]

Can you fill in some info on your truck? I didn't think it was possible to cut injectors off one by one with the vp44 2nd gen trucks.

 

[cerberusiam]

Ok had the local dodge dealers diesel tech bring home his scan tool from the dealership and he was able to cut out each injector one at a time

You have a 3rd gen from the sounds of it. Let us know what the truck specifics are and the thread can be moved for better exposure.



In the end, yes its sounds like you have a bad injector.

 

[Vaughn MacKenzie]

Ok had the local dodge dealers diesel tech bring home his scan tool from the dealership and he was able to cut out each injector one at a time and when he cut out # 6 there was no change in sound. #1 through #5 made a big difference in sound when he cut them. He thought maybe the computer was trying to compinsate for a problem in #6 cylinder by over fuelling the rest of the cylinders. And thats where he thought my few air bubbles came from. Any thoughts? Oh yeah truck is stock other than low restriction muffler and silencer ring removed

I strongly recommend starting with determing if the lift pump is good or not before getting into injector or pump troubleshooting. But if you do have a 2003 or newer truck then it could be an injector problem, also you would not have an injection pump on your truck only a high-pressure pump which generally does not fail (if it did you would be having different symptoms).

 

[Lease]

It is a 2002 2500 QCSB 4x4 3. 55 gears 285/75/16 mastercraft c/t tires 106000 mile. On its second vp-44 (replaced at around 40000 mi. )and was also on its 2nd carter pump (replaced around60000miles) before i installed the in-tank pump on 2\19\2011. It is forsurely a 2nd generation truck(94-02) body style

 

[Vaughn MacKenzie]

That helps. Never heard of an injector cutout test for VP44 trucks, didn't think it was physically possible. Anyway give the soda bottle trick a try & let us know what you find out.

 

[kurgan]

I'm with Vaughn here. Testing the supply to the pump is the first place to start. Since you just put that sender in, I'd also check all my connections at the tank to be sure it's not sucking air past the quick connect lines.

 

[Lease]

If it is now pressurizer form the tank to the pump how can it suck air? Wouldn't it leak instead?

 

[kurgan]

Good point. Stranger things have happened though. I suggested it mostly because of my experiences over the past two weeks. Among other things, I installed an AirDog II last week. I ended up having to buy a new module (butchered the pump out of it) because I busted my old one while drilling. I noticed the new module fittings were a little tricky when I installed the lines back onto the quick connect fittings. Sorry to ramble, it was just a thought.

 

[CAPTPHIL]

Your Tech was running the computer program that Cummins has had for years. He hooked a laptop to the test connection that is located below the ECM, with this program will run the engine in a test mode that shuts down individual cylinders. I pay for 1hr labor every 75 to 100000 mil. just to keep an eye on the engine and codes that the ECM has aquired also the total number of hours on the engine. Not all shops have the program as it has to be bought from Cummins. The first time I used it was on my 98. 5 in 2000.
HOPE its just injector stuck or bad tip.
Good Luck Capt Phil

 

[Lease]

Me to. That would be alot cheaper than a new vp-44.

 

[Chief USA]

Perhaps I missed something in the posts but in my opinion, it sounds like your problem is either in with or near the #6 fuel injector. It is apparently not firing or not getting fuel or air. Another possibility could be valve train related. Pull the valve cover and inspect for any thing that does not look right, like a bent push rod, rocker, or backed out bolt.



The horse has already left the barn but it was a HUGE mistake to get the in tank pump dealer mod. If your truck is stock it should be sufficient to work OK with it. You mentioned a gauge but did not say whether it was a fuel pressure or fuel level gauge. If you do not have a fuel pressure gauge, I STRONGLY recommend that you install a fuel pressure gauge to constantly monitor your fuel pressure and ensure you currently have enough fuel pressure to properly run now. This will also be a great indicator to tell you when the fuel filter is restricted and needs to be changed.

 

[Lease]

OK it was to get my fuel level gauge to work again and that was the main reason for doing in-tank conversion. Motor is stock and don't have any plans or deep enough pockets to "play" with things.

 

[Lease]

Got a update on my truck. Took it to the dealer and they said everything (lift pump, vp-44, valvetrain, pushrods, Ect. ) checked out ok up to the #6 injector. They wanted to know whether to send the injector out for testing or to just put in a reman. I told them to go with the reman and see what happens.

 

[Chief USA]

Figures that is has to be the #6 injector. The absolute worst one to get to. Hope this fixes your problem.



They DID verify it was NOT a valve right or head gasket right?

 

[Lease]

They said only thing left was the injector so I hope so.

 

[Sticks]

I'd just get a full set of RV 275s and do all 6. Do it yourself and save some money. It is an easy job and plenty of instructional threads here to do it.

BTW, the DRBIII (Chrysler scan tool) has the testing option to turn off cylinders one at a time, among a few other diagnostic features. Don't need to have the Cummins Insite to do it.

 

[Chief USA]

Same thought crossed my mind about how this would be a great time to upgrade to a set of RV/275 injectors but he has the in tank lift pump which is marginal at best with the stock OEM injectors. This might lead to number of other "upgrades" to accomdate the larger injectors. Not sure if he wants to keep it all stock or not to keep the costs down but I got that impression.