Engine/Transmission (1998.5 - 2002) So who has the most miles on their lift pump?

[Pit Bull]

I think you should have a gauge and monitor your lift pump. I would love to see some numbers on the number of 24V CTD on the road, average number of miles, and the number of dead VP44's.

 

[geusterman]

Those of us that have come from the rotary Stanadyne in our Chevs and Fords considered the pump of 94-98 to rule then Cummins comes out with the VP-44, and it looks just like the old Stanadyne. I wonder what their life is with good lift pressure. I know they are definitely cheaper than the upright pump. GE

 

[Steve St.Laurent]

I just pulled a couple of threads back to the top.



First one is a poll on lift pump failures - https://www.turbodieselregister.com/forums/showthread.php?s=&postid=449070#post449070 - if you take out those that haven't checked their pressures and are just assuming they are good 37. 8% of the people had a lift pump failure before 50,000 miles and 15. 8% had a lift pump failure between 50,000-100,000 miles - that's out of 366 respondants. (again that's taking out the guys who haven't checked their pressures and are assuming they are good - if you put those in the failure rate is 31. 22% and 12. 9% with 442 responding - several of those guys since found failures and said so in the text)



The second one is asking who's had failures of the dual lift pump setup - https://www.turbodieselregister.com/forums/showthread.php?s=&threadid=37897 . I have 50,000 miles on mine and my pressures haven't dropped at all. In the previous 60,000 miles I went through 4 lift pumps (and I bought the truck with 28,000 on it so I actually went through those four in 32,000 miles).

 

[Steve St.Laurent]

Here's a list of lift pump revisions that was posted by C1B1DIESEL a couple of months ago (thanks!):

here is a little history on the lift pumps and what changes were done to them and part Numbers. hope this helps

this is long. dont ask were it came from and i will not have to lie



CORRECTIVE ACTION SUMMARY



Below is a breif history of Lift Pump Part Number and associated

design/product changes:



12V 24V



3943467 3942802 Initial ISB Production



3944818 3942802 Added "saw cut" to the motor casing to better

detect leaks during production



3944508 Stainless Steel Valve Seat/Bronze Bushing for

the Internal Pressure Regulator



3945812 3945813 Some lift pumps were having a problem with

the internal wiring shorting to the magnet sleeve. The wiring

insulation was inadvertantly being

stripped from the wiring during assembly and during pump operation the

wires are shorting to the magnet sleeve.

Federal Mogul has changed the angularity of the wire lugs in the bottom

of the pump so the wires will enter behind the

magnet sleeve in a more direct manner, thereby reducing the chances of

stripping

the insulation. They also changed their end

of the line testing to look for this shorting problem during pump

operation. Federal Mogul is also adding a

radius to the top and the bottom of the magnet sleeve where the wires

travel behind the sleeve.



3948431 3948432 Corrosion of the connection of the pig tail

at the bottom of the pump was being seen. This was found to be to the

result of road salt acting as an electrolyte.

The electrical eye terminal was changed by the vendor from brass to

bronze. No corrosion is evident during similation

and salt fog tests with the bronze terminal. The mechanical properties

of the bronze meet or exceed that of the

brass and the vendor did conduct vibration test for further

verification. To further aid in corrosion

resistance, grease was added to each terminal at the Engine plant during

assembly.



3946151 3948070 The lift pump was updated with an

integral electrical connector. The integrated connector eliminates the

need for a pigtail type harness on the pump

and will eliminate the exposure of the pigtail to environmental elements.

Also updated was EMI reduction for the pump

due to an added capacitor to the internal circuit board and a Ferride bead

added to the connector.



3948431 (12V) and 3948432 (24V) where still

kept available for service because the wiring harness on older engines

where not long enough to plug into the integral adapter.



3938367 3938368 It was found the bearing material used

for the MFR. of bearings was not consistently uniform,leading to

variance in the pump performance. This

leads to change the bearing material to sintered iron from bronze.

There was also a change in armature shaft

geometry to straight one reduces the 100% inspection of the shafts.

These pumps have the integral connector.



For service, 3948431 (12V) was superceded to

3938435 (12V) and 3948434 (24V) was superceded to 3938436 (24V).

These pumps still maintain the pigtail wiring harness.



3990082 This is a service kit supercedes

3948431(12V). It includes 3938367 (12V) and a jumper harness (4025182) so

that it can be used on older engines with the

shorter lift pump connection wiring harness. 3938436 (24V) was superceded

to 3938368 (24V), but a kit was not created to

included the jumper harness, 4025182 must be ordered separately.







3990105 3990106 The lift pumps have been updated to include

hardened valve seat to reduce valve wear. The pump also reverts to a

prior use RFI circuit board due tocomponents being

detached and jamming the pump.



Service kit 3990082 was updated to include

3990105 (12V). 3938368 (24V) was superceded to 3990106 (24V), but a kit

was not created to included the jumper harness,

4025182 must be ordered separately.





III. IMPLEMENTATION SUMMARY

The supplier started building pumps with these corrective actions in the

first week of May 2001. The latest lift pumps, part number 3990105 and

3990106 when into production

 

[Pit Bull]

Steve, good summary. I guess now my question would be, how many failures with the latest pump? I have one of the 399105's and it is still working (only 9K miles on it but PSI is good). I am forced like many of us to stay stock to maintain my engine warranty, only have 49K on my truck.

 

[lsenus]

If I understand correctly, the 3990105 is for the 12V and 3990106 is for the 24V??



or am I totally brain dead...

 

[Steve St.Laurent]

That's 12 volt and 24 volt, not 12 valve and 24 valve

 

[lsenus]

OK OK I was trying to eat with one hand and type with the other with a client on the phone.



I need an intelligent octopus around here.

 

[geusterman]

Yes, it would be good to see how the latest pump is doing. I probably have one, as DOB is 4/02. I actually read ALL the stuff Steve just posted and the question of how the new pump is doing seems to need an answer plus another question lurking in the back of my skull: Why don't we find a monster pump and put it at the tank like my Chev and forget the "sucker" pump. Chev lift pumps are not perfect but I do have 117K on a 93 mechanical Chev diesel and lift pump is fine. Somebody?? Am I going the right way here? GE

 

[lsenus]

I'm looking into an Aeromotive electric pump. I've emailed thier tech dept. They replied:

"Leo,



Neither the 11203 or 13202 have been qualified with diesel fuel, so I can’t represent them as being determined compatible. I can tell you that many are using our pumps and regulators with diesel, and that includes the above p/n’s, with no unique problems to date. Good Luck!



Brett Clow

Aeromotive Tech Dept"



I have another mail into them for more info. I'm looking at a pump that can handle 18-20 psi w/ 150 GPH. THe pump can handle upto 70 psi with a simple spring change. I'm also looking into a pressure regulator to dial in the number.

One other thing I thought about. I read in some post somewhere that someone noticed performance changes when the banjo bolt holes were aligned with the line in. Also, there are kits for a -6AN line upgrade. I'm looking into -8 or -10 lines for the supply, simply because the VP44 uses the fuel for cooling and lube. No sense starving the VP44.

 

[TMassoll]

181,500 miles on 1998. 5

 

[Pit Bull]

Originally posted by TMassoll

181,500 miles on 1998. 5

Wow!!! Give some details, like are you bombed. How do you drive? etc. etc. Now you have checked you fuel psi's right?

 

[TStinson]

1999 Quadcab 5spd, 2WD (built 01-1999)currently has 153500 miles on original lift pump. Added fuel pressure gauge @ 140000 mi. - discovered high of 11psi @ idle & low of 6psi during extended W. O. T. acceleration - added Carter 7psi 100gph pusher. Now have 16psi+(gauge maxed out) @ idle & 12-14psi @ W. O. T. acceleration with DD UFM/Drag box set on 3x4 (original clutch won't hold anything higher in 4th & 5th).



That said... . lemme find some wood to knock on!!

 

[OL RATLR]

6877

A gauge was put on mine at 26,000

6psi ideling 2psi wot not a clue this was

hapening. Dealer replaced no problem.

OL Ratlr. Oo.

 

[SOOT]

134,000 on my Moms 99 (see sig) the DDII's were put in at 125,000.

 

[GLASMITHS]

82,300-12#idle, 8# wot

See Sig below

 

[Pit Bull]

Some of you guys should send these high mileage ones in to DC to see if they can copy them for resale

 

[GLASMITHS]

good high mileage lift pump for sale

This is something that has been knawing on me for some time. If the VP44 is lubed and cooled by the excess fuel, wouldn't it be advantageous to run with a full tank most of the time, instead of almost empty?



About a year ago I came to that conclusion, and when on a long trip Inever use out of the factory tank, and if possible refill the bed tank when less than half empty. Sombody tell me if I am wrong

 

[WadePatton]

Finally checked mine proper--on the road with a Briar Hopper guage taped to the windshield. I could pull it to just under 2 pounds WOT.



Went to the dealer and they started their load of crap, so I went to Cummins and got one for 145 and swapped it out mydangself (didn't want those monkeys under my hood anyway). I picked up 4 lbs on all readings.



This was at 53k all stock. So I'm still under 8 WOT, with the latest part number.



YES a full tank does help. I regularly refuel at 1/2 tank and will keep doing so until I add a pusher.

 

[Turbo Trucker]

I just changed mine for good measure. I get 15/11psi now. We'll see where it's at after another 120k miles.