here are the injector pumps with the year they were installed
89-94 Bosch VE Distributer pump
94-98.4 Bosch P7100 pump (AKA The Million Mile Pump)
98.5-02 Bosch VP44 Distributer pump, will go into more depth in a bit
03-07.4 CP3 (V. 1.3)
07.5 (6.7L) CP3 (V 3.1 I think)
the current CP3 pump for the 5.9's is capable of a max of 26,000 psi and the computer fires the injectors three times per injection event. the new 6.7L with the upgraded CP3 flows more fuel, at a slightly higher pressure, and the computer also fires the injectors 5 times per injector event.
I dont know much about VE pump. I know it has some adjustment screws on the back so you can play with the fueling advance and the AFC advance as well. this pump could dump some fuel, but not the like P7100.
the P7100 pump is quite possably the best fuel pump these engines ever had. it was dependable, easily rebuildable if needed, very stout, very easy to turn the power up on and can dump enough fuel to power over 800hp on #2 only. What made the pump so good was it was lubricated by the engine oil. the only problem these pumps ever had was when the switch from high sulfur to low sulfur caused some of the seals to dry out and leak. this was an easy fix and most were back on the road in only a day.
The VP44 pump has a similar distributer design as the VE pump, is the first electronic pump for the eingine giving the possability of timeing advance. the pump can power the same as the P7100 pump, however, you need electronics gagets to turn it up. Now we got the the main down fall of the pump, the Carter lift pump. The lift pump has a rather cheezy design that causes it to die prematurely, the origional design of the pump was to push fuel to the injector pump, not for doing a dual purpose of pulling from the tank and pushing that to the pump. The VP44 pump was lubricated and cooled by the diesel fuel itself, if you maintained a good flow of fuel to the VP44 there realy is not an issue, however if you started turning up the power, or the lift pump started going south the VP44 is being starved of fuel. This starvation of fuel and the lack of the lubricative properties of Diesel is what kills the pump. the internal Distributer would heat up, expand, and start eating away at the sealing surfaces causing low output pressure to even the pump welding itself together from excessive heat. The VE, P7100 and CP3 do not need Diesel for lubrication and are a good bit more robust if they are starved of fuel. This excessive friction from the lack of lubrication is where addatives come in handy, it keeps some lubrication in the pump so if the lift pump does happen to die it wont kill the VP44. From these Lift pumps dying also generated a market for aftermarket pusher pumps like the FASS pump and the walbro pump. there are others, but these are the most popular. Some people have gone as far as to re design the fueling system and actualy mount a P7100 pump to the 24 valve head just so the VP44 pump could be take out of the equasion.
in 05.5 the factory lift pump was moved from being mounted on the fuel filter to being put into the fuel tank. this has solved quite a few problems, however DC is still useing the same Carter pump. if the pump dies instead of just yanking the dead one off, the fuel tank has to be dropped. this equals more time in the shop.
More on the CP3 and the High Pressure Common Rail. in the past to bleed off injector lines to get the engine to run, you would crack the injector lines in the head and turn the engine over a few times to push the air out. this can also be done on the VP44 pump. however with the introduction of the HPCR you no longer need to do this. The pump and rail have been designed to automaticaly bleed the air out of the fuel lines. this means if you crack one of the lines on the head the engine will die if it is running. on the older pumps the engine would still run, it would skip but remain running. by cracking an injector line on the HPCR you are basicaly bleeding off the pressure generated by the CP3 to the rail, the injectors may be trying to fire, but there is no fuel pressure to fuel the cylinders any more. Cracking an injector lin on a HPCR is also VERY dangerous. the fuel is pressureized anywhere between 5000psi at idle to upwards of 26,000psi under load.
I hope this helps out a bit on the inner workings of the fuel systems of each year.
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4/28/07 392hp 716tq on the stock clutch
10/20/07 425hp 798 still on the stock clutch
BIG THANKS to David and the guy's at James O'neal Dodge.
YOU GUY'S ROC
alright guys, in an attempt to clean things up a bit and not have so much pinned to the top we are adding hot links to the possable FAQ's and other stuff ya'll might want to know.
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4/28/07 392hp 716tq on the stock clutch
10/20/07 425hp 798 still on the stock clutch
BIG THANKS to David and the guy's at James O'neal Dodge.
YOU GUY'S ROC
Sonny, any exhaust yuou put on will only void the warranty of the exhaust, not the whole truck. however I would go to your dealership and talk with the service writer and get more information.
Jack, your 06 has a tank mounted fuel pump. the FASS pump has a much higher capacity then the stock carter pump thus undue stress of the FASS pump would be present since it would be haveing to draw through the stock pump. however you can get a kit to remove the stock pump, but this involves removal of the tank.
is the FASS better than the stocker. . .you bet. how would it effect the warranty. . .well, the dealership would have to prove the FASS system is what caused the problem. now, if you talk with your dealership you may be able to get them to install it depending on how you ask the service writer
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4/28/07 392hp 716tq on the stock clutch
10/20/07 425hp 798 still on the stock clutch
BIG THANKS to David and the guy's at James O'neal Dodge.
YOU GUY'S ROC
I'm new to the forum but can someone tell me what does remove the silencer ring on the turbo do and how does it help??
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2005 Dodge Ram HD 2500, Quad Cab LB SRW, 5.9L HO CTD 24v I-6 ISBe 325/610, 3.73 Limited slip, 48RE 4 Spd Auto o/d, 4inch Exhaust, Tow Package, Oil & Tranny Coolers. Real trucks have No Spark Plugs!
If you can't Dodge it, RAM it!
All the silencer ring does is make the turbo quieter. Taking it out requires a screwdriver to pry it out with.
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'03 Cummins, Smarty with Revo tune, AFE Stg 2, 6" Miters, Isspro gauges, Kore Recon, 35" ATZ's, 18x10 Eagle Series 064, and a few other things. May '07 Truck Of The Month
CTD FAQ... Performance Reviews & DIY's HERE!
