Engine/Transmission (1998.5 - 2002) VP44 failure poll

[dresslered]

539 views and only 39 votes!

The pole did leave quite a few people out if you didn't have a failure and less than 200k.

 

[Jetson]

Original VP44 seems OK @ 110,000 miles. I didn't vote in the poll since mine hasn't failed and I'm under 200,000 miles.

 

[Archive]

90,000 miles and still going... Stock Lift pump (fingers crossed and watching the guages. . )

Bryan

 

[TIngram]

mine has 101k on it second lift pump, check engine light goes on and off think that it is vp, hope not

 

[rashwor]

Replaced mine at 138,000 miles...

and I voted in the pole.

 

[Fueler]

bought my truck with 58k. original everything. put gauges on at 60k... lift pump showed 8-9psi @ idle... pulled it down to below 5 @WOT... it died at 65k... . new LP in. VP still good to go.

 

[FAndrews]

vp failure

Today my truck has gotten it's fifth pump in five years since I bought the truck in August of 98 . I have 195000 miles on a 4x4 dually quad cab. Cummins won't help because it is not there product, bosch won't talk to you . When will some on fix this problem? This number of pumps don't include the three that were put on and never made it out of the shaop.

 

[greyghost]

Still going

100k and still good to go. Has been bomb for the last 15k. 3 lift pumps each at about 30k miles (The 30, 60, 90 plan).



Garrett

 

[LR Smith]

176K miles

2 lift pumps

Original VP44

There was no selection on the poll for this answer



LRS

 

[jmadden]

Interesting to see the failure rate hovering right around 90%... although a lot of truks get excluded by the possible replies... without making this a 50-option questionaire I'm not sure everyone would fit... and I'm also not sure low mileage info would necessarily be useful... but if you can vote, just reply with a one liner on mileage and status.



What I really wanted to know was basically is the VP44 an inferior pump that on average can make it to the half-life of the engine (300k-400k before it needs a major?)... I consider the half-life about 200k. Based on other posts my guess was that the bulk of the failures would be between 75k & 125k (hey, that's right around 100k), but 50% of votes show a failure before the 70k mark... hmmm... 4 injection pumps by 400k? 100k life had better NOT be the average.



Anyone know how we can pull warranty claims from DC to see what they show as failure rates?



Anyone know at what point this poll could become statistically significant? DC will be getting a letter from me complaining about my injection pump expiring conveniently a short time after the 100k warranty expired... so I thought, what data can I throw at them? I KNOW!!! Owner survey data! At least the data can accummulate while I work on the letter. I don't want to have to get my dog (I mean Dodge) around this way... you can likely guess which one is mine... ok, I think I'm done venting.



jm





No, I'm not an engineer, a mechanic, a mathametician, etc. , nor do I play one on television. I have virtually no formal mechanical training and thankfully those skills are not required by my job!

 

[Texas Diesel]

One thing not mentioned so far is fueling enhancements or stock, wonder if that would make a difference in the fail rate?

 

[78repowerwagon]

185,000 miles on original VP. 495HP/975FT LBS



If 100% of the 24 valve members replied survival rate will far surpass fail rate in 100K but at 200K?

 

[WadePatton]

87000 Original VP, 2nd LP.



343HP at 55000

415HP at 86000



more to come.



still cain't vote.

 

[jmadden]

c'mon membership! We can do better than 55 votes!

 

[Archive]

Need to add a box for not failed..... yet... ...

Bryan

 

[c.e. linker]

injector pump

5 year 100,00 mile warranty. 5 years up aug 27th, injector pump blew aug. 30th with 95,000 miles. chrysler says no on repairs. 3 days out of warranty. lift pump was 0 pressure one year ago and replaced. injector pump not checked. no idea how long lift pump had been dead.

 

[Pit Bull]

Results look good. Of all of the failures which aren't that many based on the number of views, only 15% were on engines out of warranty. Looks like if you have a failure it will normally happen while you are under warranty. How I know a lot of you will not agree with my interpretation of the results of this poll, but based on the number of views and not knowing if the majority of the trucks with failures had not been bombed and used for truck pulls every weekend who knows what these results mean??? Kind of like asking how many miles you got out of your OEM tires? I am sure some failures are because of a defective VP-44, some abuse and some because of a failed LP and then working the VP-44 hard with the failed LP. The way I look at the LP and VP-44 problem is that I am covered for 5 years and or 100K miles. After that period of time you need to figure in the cost of LP's and VP-44's into the cost of Maintenance. I know this is not right but it's reality. I figure I will own a new truck by the time my warranty is about up, so to me it's not an expense but an inconvenience And no I am not going to modify my fueling system to try and make my VP-44 last longer, hell I'm not even going to add gauges. If it fails DC will have to fix it. The only reason DC would ever try and fix this problem is because it cost them money or future business. I hope it costs them millions

 

[Michael Hughes]

Changed lift pump 68,113

Injector pump 95,779



Miles between 27,666





How many of you saw some kind of power loss or lower MPG? My truck ran great up till the pump died. Came to a stop sign, pushed in the clutch and that was it. It have a couple of longer cranking times the day before. But the day it died, it fired right up.

 

[jmadden]

here's the feedback I got from Cummins following my VP & LP failures...



"On ISB engines, the lift pump does not start operating with the key switch on until the engine is bump cranked.

Then it starts working for 30 seconds and then shuts down by itself. During 30 seconds of running, it primes the

fuel system. Pressure during this running period should be around 13 to 15psi and during cranking, the pressure

should not drop down more than 8psi. We have seen in the past that even if the pressure are found to be within

specs, priming pumps due to internal check valve and excessively worn out pump impellers, that it creates fuel

spikes which create and pump air into the fuel system, which leads to the major problem in the VP44. There is

no fool proof methods to check the internal condition of the priming pump or to check air created by the priming

pump. "



So what do you all think about that?



jm

 

[WadePatton]

I think Bosch is the place for answers.



Cummins knows a little more than DC, that's for certain.



If the EPA would crack down on industry, the REAL polluter, then we wouldn't have to deal with crap like this.



I'm going to get a p7100 truck next--heck I might get TWO of them! Make one a sled puller and the other a drag racer. I'm 37 and if I live to be 97, I don't see the need for Common Rail OR EGR-not for me anyway.



Crotchety old man.