hey was wondering if its possible or even worth it to go to a cp3 pump on the 24 valve with the vp 44. See alot of people going the other way with the p pump but what about moving ahead and using the CP3. dont know much on the CP3 pump other than you can rebuild it instead of buying a reman if you want. just curious cause i kinda like my truck being the way it is she started life as a measly auto and now she is being converted into a 6 spd. anyone know what would have to get done to maybe take her to a CP3 pump

 

A lot more time and money than anyone is interested in investing...

it would be easier and probably cheaper to swap an entire common rail engine in your truck + ECM, etc than it would be to convert to common rail injection.

A CP3 is not a mechanical injection pump like a vp44, or a p7100, or a VE.

A cp3 is like a high pressure version of your lift pump that takes input pressure and multiplies it considerably for the injection rail.

Older pumps like the vp44 the p7100 and the VE are mechanical direct injection where it still multiplies the pressure of the lift pump, but it also pushes fuel via individual lines to the injectors directly and the pressure it pushes causes the injector to pop and release the fuel pressure into the cylinder.


you can more easily convert to either a P7100 or a VE pump.

other than better control over injection and power, I don't see what you have to gain by converting to common rail...common rails are even more prone to trouble than vp44s... sure vp44's can fail if fuel pressure is not kept within tolerances or hot shut downs or lack of fuel lubrication/cooling...

but common rails have just as many, if not more failures from their injectors which if you haven't checked yet, are VERY EXPENSIVE! Not to mention a serious injector failure on a common rail can melt down the piston(s) due to 100% uncontrolled fueling if the injector tip cracks large enough.

 

Thank you for the info was a thought i had running in my head and didnt know exactly what would need to be done / if it was even cost effective i know its off topic but i own a 2001 and had my wife and friend look for the 53 marking and they couldnt find anything not even a hint of it they said it looked like a clean block what does that mean was it already replaced or no any info would be nice

 

they probably didn't know exactly where to look or what they were looking for...

they are all marked whether it is raised numbering or stamped numbering...

its 1" tall and could be on just the drivers side right above the oil pan, or could be on BOTH sides of the block in the position.

my 53 block has raised numbering on both sides of the block.

55 56 and STORM blocks are all marked in about the same spots.

55 blocks are also known for cracking in the same spot as the 53 blocks. and even more rare but it has happened before...the STORM blocks have cracked there too...

56 block is the only one I haven't heard of cracking...

53 is obviously the most common, but not all 53's crack...I've heard of 53's making it into the million mile club with no cracks.

my 53 has 238k miles on it and is likely pushing over 600hp (will know for sure after the dyno day on the 10th) it has been pushing over 500hp since 2010 (dyno'ed 538/1078 before tuning my twins and making fueling/timing adjustments) gone up quite a bit larger in injector size since then and it has definitely gained a LOT of power.

before I owned it, it towed heavy gooseneck trailers every day of its life... still no crack in the block!

 

No more so than VP44 failures for the same reason (poor fuel quality or poor fuel delivery). Why do you think the OP is asking in the first place? You are right, a CP3 upgrade conversion is not a very doable project for the reasons you stated. But the clear advantages to common rail fueling over earlier designs is obvious to most people, including the numerous manufacturers using the technology today.

 

well i had the wife me and my friend all look at the thread on here that showed where it was and none of us could find it. the sticky i sent them togo off of was very specific like you said on driverside below the fuel filter i believe and then on the passenger side and still didnt see anything ill just have to look alot harder when i get home off this deployment

 

I dunno about that...I see fewer and fewer failed vp44s and more cracked injectors...

definitely CR has the fuel delivery advantage hands down. more timing and fuel control without the mechanical limitations.

downside is you lose that sexy diesel sound the vp trucks have

 

is that what got rid of the sound thought it was how they mounted the engine to the frame with ply bushings instead of a straight metal mount

 

the engine sound difference is caused by the difference in injection methods, timing, injection pressures, etc...

electronic injection is quieter. The fuel is injected at far greater pressures, and the timing can be more accurately controlled.

newer electronic injection can also fire the injector multiple times per stroke of the piston which can greatly reduce engine noise. I believe the 6.7's are using this method... Audi/VW has used it for some time now...chev has used it for a while now as well..