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<p>VP44</p><p>Installation Instructions &amp; InformationVP44 Pump General InformationThe fuel injection pump (VP44) is an electronic rotary distributor pump. The pump performs four basic functions: 1. 2. 3. 4. Producing the high fuel pressure required for injection. Metering the exact amount of fuel for each injection cycle. Distributing the high-pressure, metered fuel to each cylinder at the precise time. Varying the timing relative to engine speed.</p><p>A cam ring with three plungers, a rotor, and an electronically controlled fueling solenoid valve is used to develop and distribute the high pressure required for injection. A worn or damaged internal transfer pump, plunger, or fueling valve can affect the pressure and amount of fuel injected, thus reducing the power from the engine. Generally, if the fuel injection pump is injecting fuel from one outlet, it will deliver from all outlets. VP44 Timing Principles Timing in the VP44 is controlled by an internal timing piston coupled to a cam ring inside the pump. The timing piston is moved by fuel pressure. The amount of fuel pressure in the timing piston assembly housing is controlled by an internal transfer pump and a pulsating timing solenoid valve. As pump speed increases, the fuel pressure to the timing piston assembly also increases. Based on the inputs from the fuel pump control module (FPCM), the timing solenoid valve pulses to vary the pressure to move the timing piston, which results in the cam ring moving to the desired position to achieve the commanded timing. The more pressure created by the internal transfer pump and timing solenoid valve, the more the timing will advance; therefore, timing range capability is increased at higher RPMs.</p><p>1</p><p>VP44 Pump Initial CheckDisconnect the VP44 fuel pump drain line from the T-fitting and plug it.</p><p>Disconnect the vacuum gauge plastic tubing from the cylinder heads drain line and connect it to the VP44 fuel pump inlet line. NOTE: All fuel must be drained from all fuel lines, if observed. Apply the vacuum test to the fuel system and check the vacuum gauge. The vacuum can not exceed 381 to 508 mm Hg [15 to 20 in Hg]. If the system holds the vacuum (if the reading on the gauge does not reduce, the vacuum should not drop more than 2.54 mm Hg [0.1 in Hg] in a minute), then there is no leak in the fuel system. NOTE: The vacuum test is completed if the fuel system holds vacuum for at least 5 minutes. If the system does not hold vacuum (the reading on the gauge does not hold and reduce to 0 mm Hg [0 in Hg], then there is a leak in the fuel system.</p><p>If the system does not hold a vacuum, check for leaks at the VP44 fuel pump.</p><p>Inspect the lines, fittings, washers, and VP44 fuel pump for any damage. Replace and install parts that are damaged. Contact an Authorized Cummins Repair Facility (MWFI) for replacement and installation of the VP44 fuel pump, if required.</p><p>2</p><p>VP44 Pump RemovalDisconnect the battery cables, negative (-) cable first.</p><p>It is recommended to bar the engine over so that the keyway on the gear is at the 12-oclock position when removing the fuel pump. This position can be found by taking the oil fill or fuel pump gear access cap off, whichever applies, and aligning the keyway in the fuel pump gear to the top dead center (TDC) position on the front cover. In this position the line on the fuel pump gear will approximately be in the 7-oclock position. NOTE: Doing the above will help prevent the fuel pump key from falling into the housing if it is loose</p><p>17 mm - Disconnect the fuel return line. 17 mm - Disconnect the fuel pump supply line. 19 mm - Remove the high-pressure lines. Remove the 9-pin electrical connector from the fuel pump control module (FPCM).</p><p>10 mm - Remove the fuel pump support bracket.</p><p>27 mm - Remove the crankcase breather and gear retaining nut and washer.</p><p>75-mm T-Bar - Pull the fuel injection pump drive gear loose from the pump driveshaft.</p><p>3</p><p>13 mm - Remove the four mounting nuts, and remove the fuel injection pump. NOTE: Do not drop the drive gear key when removing the pump.</p><p>VP44 Pump CleaningUse a clean, dry cloth to wipe all of the oil off the back of the gear housing mounting surface and pump housing.</p><p>VP44 Pump InstallationIt is recommended to bar the engine over so that the keyway on the gear is at the 12-oclock position when installing the fuel pump. This position can be found by taking the oil fill or fuel pump gear access cap off, whichever applies, and aligning the keyway in the fuel pump gear to the top dead center (TDC) position on the front cover. In this position the line on the fuel pump gear will approximately be in the 7-oclock position. NOTE: Doing the above will help prevent the fuel pump key from falling into the gear housing if it is loose.</p><p>The keyed gear and shaft allow for the fuel injection pump to be installed in any position, as long as the markings on the front gear train align and a gear has not slipped. Use an evaporative cleanser (e.g., brake cleaner, isopropyl alcohol) to clean the pump shaft and gear bore.</p><p>NOTE: The fuel injection pump shaft has to be rotated to align with the keyway in the gear. Install the pump. Make sure the key does not fall into the gear housing. Take care not to damage the pump mounting o-ring. NOTE: When installing the fuel pump, the dowel in the back of the gear housing has to line up with the hole in the pump mounting flange, as well as the keyway in the gear. Barring the engine so the keyway is at the 12oclock position will aid in aligning the key into the keyway.</p><p>4</p><p>Hand-tighten the four mounting nuts.</p><p>24 mm - Install the pump driveshaft nut and spring washer.</p><p>Torque Value:</p><p>30 n.m</p><p>[22 ft-lb]</p><p>NOTE: Do not over tighten; this is not the final torque.</p><p>15 mm - Tighten the fuel injection pump mounting nuts.</p><p>Torque Value:</p><p>43 n.m</p><p>[32 ft-lb]</p><p>Install the injection pump support bracket. Finger-tighten all cap screws before final tightening. Tighten the brackets in the following sequence: 1. Bracket-to-fuel pump cap screws 2. Brace-to-block cap screws 3. Bracket-to-fuel pump brace cap screws</p><p>10 mm - Tighten all cap screws on the support bracket.</p><p>Torque Value:</p><p>24 n.m</p><p>[212 in-lb]</p><p>22 mm - Tighten the pump driveshaft retaining nut.</p><p>Torque Value:</p><p>170 n.m</p><p>[125 ft-lb]</p><p>5</p><p>Install the crankcase breather.</p><p>17 mm - Install the low-pressure fuel lines. 17 mm - Install the fuel Inlet. 17 mm - Install the fuel return lines. 19 mm - Install the high-pressure line at the fuel pump. 19 mm - Install a high-pressure line at the cylinder head. Connect the 9-pin connector to the VP44 fuel pump.</p><p>Connect the battery cables, negative (-) cable last.</p><p>Vent all air from the fuel system, if needed.</p><p>5</p>

<ul><li><p>WHAT TELLS BOSCH VP 30/44 'BRAIN'? </p><p>Bosch VP44 sign dzeladagolja VP29/30 and old acquaintances. There are many manufacturer has </p><p>applied over the past ten years, passenger cars and diesel engines too, the commercial vehicles </p><p>through the power of agricultural machinery and diesel engines. Taking advantage of the discharge </p><p>pipe of the pressure waves being reflected on the waves summation (superposition), reached the </p><p>porlasztcscsnl create up to 2,000 bar. At this injection pressure (top) helped the old engines </p><p>(but then the new ones) to meet the environmental standards. Think of the common rail still in its </p><p>infancy, and the adagolporlasztt - car engine - only the VW group favored. </p><p> Dr. Ivan Nagy Szokolyai </p><p>Old acquaintances for a few years - to the delight of staff and losers - become szervizbartabb: well diagnosed </p><p>each element can be improved. This is due to the fact that correctly answered question, and the answer is largely </p><p>understood. The Fed is happy about this, because the car mechanics can provide a variety of information before </p><p>starting repairs. In fact, the car mechanic can tell already that the input to brain-dead. It is better if the client </p><p>know as soon as possible. The information kicsalogatsnak and mode of understanding - that the diagnosis - </p><p>cikknkkel want to contribute. We hope to update knowledge as this will help many people, young people and </p><p>maybe an old system to a new one can say. </p><p> 1 illustration </p><p>The VP29/30 VP44 and the so-called feeders. idvezrlsek (solenoid valve), to be added - the feeder house </p><p>tetere base - their 'brain' (ECU), the German acronym speaking with PSG also have (Fig. 1). A feeder VP name </p><p>has not been clear that they are time-controlled because there VP 28, VP 33, VP 36 and VP 37, which are </p><p>lvezrlsek. </p></li><li><p> 2 illustration </p><p>The dispenser is the brains of the PSG's (Pumpensteuergert) three types, two of the PSG, the PSG PSG 5 and </p><p>16 In the following, we only deal with the PSG version 5, and is simply called a PSG (Fig. 2). </p><p>The PSG is itself stored fault codes, which - and this is important - the motorECU through not fully readable and </p><p>therefore more useful diagnosis. The PSG itself - can be tested or dismantled motor fitted on the state-without </p><p>motorECU. </p><p> 3 Figure VP44/30/29 The pin assignment: 1 - CAN-H, 2 - CAN-L, 3 - CAN-body </p><p>4 - control signal (optional), 5 - switch-off signal (optional), 6 - body, </p><p>7 - power supply, 8 - speed signal 9 - K-line (diagnostics) </p><p>We can diagnose anything? </p><p>Examination of the feeder and the PSG provides the following options. </p><p>1 Determination of PSG 'agyhallnak.' </p><p>2 Analysis of PSG's power. </p><p>3 Examination CAN cable between the PSG and the motorECU resistance. </p><p>4 DTC reading the PSG. The error code readout for the PSG for release at immos switching (eg FORD PATS) </p><p>either! </p><p>5 Examination of the engine operating at PSG: </p><p>1.5 Checking the CAN connection </p><p>2.5 Checking the solenoids (the oscilloscope measurements are not discussed in our article) </p><p>The PSG pin layout, numbering and identification of the third As shown in Figure </p></li><li><p> 1 Determination of PSG 'agyhallnak' </p><p>Always start with the measurements! </p><p>Stated that 'brain dead' Does PSG or not. </p><p>Weigh resistance between the PSG 6-inch and 7-inch pins. If you are between 6 and 7 points of resistance from </p><p>2.5 to 4.0 k (kilo-ohms), the PSG good (Figure 4). If you fall outside of this range the resistance, or short-</p><p>circuited, the PSG is to be replaced! Thus, the 'brain-dead' feeder PSG exchange Fix! </p><p>If the PSG is shorted connect the Bosch KTS instrument, damage, damage to the Hungarian KTS! </p><p> 4 illustration </p><p>2 Analysis of PSG's power </p><p>Check the incoming power! </p><p>The motorECU from reaching the feeder cable bundle - 5 the figure shows the expanded connector - between the </p><p>power and ground pins, after ignition on, let's see how much of the supply voltage. 12 - should be between 15 V. </p></li><li><p> 5 illustration </p><p>3 Examination CAN cable between the PSG and the final resistance of motorECU </p><p>Check the value of the terminating resistor of CAN lines! </p><p>The dispenser of PSG connector 1 and 2 (Figure 6). Value of 120 (CAN each pair of wires to the value in the </p><p>final resistance). </p><p>The engine ECU supply pipe connector </p><p>120 value must be between 1 and 2 as well. </p></li><li><p> 6 illustration </p><p>4 DTC reading the PSG </p><p>The VP30 and VP44 PSG batching controller Bosch KTS reading instrument family, engine mounted and </p><p>dismounted Tray is possible. In both cases it is advisable to use the BOSCH vizsgladaptert (Prfbox </p><p>0986612447), which is concluded in series between the input and motorECU (Figure 7). If you can tie the series </p><p>vizsgladaptert, the PSG network of the car gets the power. </p><p> 7 Figure 1, 2, 3 - CAN data bus cables, 4 - control signal (optional) </p><p>5 - solenoid shut-off signal (optional), 6 - Body, 7 - power supply, </p><p>8 - speed signal transmitter, 9 - K-line (diagnostics) </p><p>If you are only connected to the feeder (the feeder with lowered engine side connector hangs in the air), or table </p><p>'spread' is the input, so we have to feed dries.A fully charged battery can power. Take care! Wiring polarity </p><p>errors in the PSG can not fend off! </p></li><li><p> Figure 8 </p><p>The well-stocked initial state is also a must because if programmed and the battery runs out of power while </p><p>driving, blown so far and also the PSG. </p><p>The eighth we figure that the meter cable to hook us all banndugjt the vizsgladapterbe. KTS also receive </p><p>power from! Each banana plug now because there is no need for connection, accidental short-circuits - because </p><p>the swaying together like bananas reach - avoid this possibility. The ninth figure we see only the necessary </p><p>connections (6 - Body, 7 - power supply, 9 - K-wire). </p><p> 9 illustration </p><p>The preparation process measurement </p><p>The 'ignition' switch off. </p><p>Connect the PSG vizsgladaptert VP29/30/44 the injection pump and the wiring harness connector. </p><p>The Bosch KTS diagnostic tester 5xx/650-es the test connector connect through the appropriate points in the </p><p>diagnostic line. (Order number 1684465357 Bosch). </p><p>Ignition and turn on the diagnostic tester. </p><p>KTS on the car brand after selecting the group controller key F7, within PSG 5 to select it. </p></li><li><p>You may receive the following error codes during reading. This error description and duties regarding </p><p>explanations strung. </p><p>Error code: 50/51 </p><p>Error description: Solenoid valve power amplifier failure </p><p>Action: replace with pump control unit (PSG) solenoid </p><p>Error code: 52 </p><p>Error Description: rotational angle sensor (IWZ system) error </p><p>Action: correct the error code has no impact on the state szivattyfunkcira, but if other error codes also exist, </p><p>these should be removed first. </p><p>Error code: 53 </p><p>Error Description: drum rotation angle sensor / system failure IWZ </p><p>Action: If the 57 error code persists, this should be remedied soon. </p><p>- The drum rotation angle sensor PSG to flow solder points forraszzuk again </p><p>- The drum rotation angle sensor / PSG was replaced </p><p>- The cam ring to replace the pump. </p><p>Error code: 54/55 </p><p>Error Description: PSG temperature sensor exceeded the maximum value (the sign outside the border) </p><p>What to do: you have to consider that the actual temperature is greater than 100 C or lower than -50 C, </p><p>whether or not, for the PSG was replaced. </p><p>Error code: 56 </p><p>Error Description: The supply voltage is out of limits </p><p>What to do on the test adapter 6 (-) and 7 (+) connector to measure the voltage.The value for the 12-15V. If you </p><p>do not reach the required value, then you need to consider the car's on-board network. </p><p>Error code: 57 </p><p>Error Description: elbefecskendezsllts control, residual control deviation </p><p>What to do: </p><p>You have to consider that </p><p>- The fuel filter is clogged whether </p><p>- Bad fuel to refueling, </p><p>- Air in the fuel system. </p><p>The pump should be examined to </p><p>- The seal leaks between the pump house and the PSG 5, </p><p>- The split sieve overflow valve and the dirty, </p><p>- Elbefecskendezsllt the piston slide valve and the regulator needs to be, </p><p>- Btyksgyr the pin is broken. </p><p>Error code: 58 </p><p>Error description: Solenoid quantitative error </p><p>Action needs to be investigated </p><p>- Signs of quantitative magnetic valve engine is cold, it is in order and the current signal </p><p>- Whether there is air in the fuel system. </p><p>Error code: 59 </p><p>Error Description: Error injection start </p><p>What to do on the test adapter 6 (-) and 7 (+) connector should be checked for voltage supply at different </p><p>speeds and on electricity consumers. </p><p>The nominal value: 12-15V. </p><p>When it reaches the set value, then you need to consider wear and tear on the pump. </p><p>Error code: 5/5 b </p><p>Error Description: engine crankshaft speed error signal </p></li><li><p>Action: You must connect the oscilloscope to the test adapter 8 and 6 connectors </p><p>Should be added to the signal of the crankshaft the engine is running (the signal is coming through the engine </p><p>control unit!) - </p><p>- If the signal is not right, inspect the crankshaft sensor and wiring </p><p>- If the signal is OK, replace the PSG-5 five </p><p>Code 5c / 5d </p><p>Error Description: CAN-bus error </p><p>What to do: </p><p>- Examine examining the PSG and the engine control unit adapter for 1 and 2 wire connector on the CAN </p><p>termination resistor. To do this, always disconnect the harness connector at the PSG. </p><p>- The engine is running (according to Table of Contents 5.1 tests), measure the voltage between the 1 and 3, and </p><p>2 and 3 connectors (for both controller switch back). </p><p>The nominal value: 2.4 to 2.6 V </p><p>If the values are wrong, then you have to consider that the CAN wires are not swapped to. </p><p>Note: The CAN-H (2-3) is always greater than the CAN-L (1-3) during operation is always less than 2.5 volts. If it does </p><p>not work there is no difference in the data, or if the difference is reversed (eg CAN-H is slightly less than 2.5 V) </p><p>can occur, concluded that the two lines cross. </p><p>Code 5e </p><p>Error Description: Error self-inspection </p><p>Action: Replace the PSG is </p><p>Pdf attached at the end of the article there is another inevitable information that is essential for error-free </p><p>installation! Download the file and scroll to the end! Worth it. </p></li></ul>