4bt cummins p pump

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Need some advice? We will follow up with you via email within hours. Do you need: Pricing Answers Both. What can i help you with today? How would you like me to contact you? Phone Email Both. Pinterest 1. Mail 0. The key items that make the swap seamless include a valve gear housing, pump drive gear, stainless steel fuel lines mild steel units are also available , throttle linkage, P-pump support bracket, injection pump oil feed line, camshaft sensor adapter, grid heater spacer, and all necessary gaskets, seals, and hardware.

P-pumping a valve 5. This means everything in front of the engine must be moved out of the way. After that, the upper radiator core support, fan, and fan shroud were pulled. Next, the throttle bellcrank was unbolted and thrown to the wayside. Then Bosie removed the crankcase breather from the front cover, along with the factory oil catch can. With the job requiring that the camshaft be pulled, Bosie dug into the valvetrain to gain access to the lifters.

After making quick work of the rocker arms, the push tubes came out one at a time. After the factory injection lines were disconnected from both the head and VP44, Bosie capped off the feed tubes in the head and turned his attention toward the removal of the factory fuel filter reservoir. Although it had been retained in conjunction with the addition of an aftermarket lift pump years prior, it was finally time to say goodbye to the factory fuel filter reservoir.

Because the bolts that secure the front cover to the gear housing are of varying lengths, Bosie drew a diagram of the front cover on a piece of cardboard and placed each bolt on the diagram as it was removed from the front cover. This was done to help simplify the reinstallation process. Once the injection pump gear was out, the VP44 was removed from the gear housing. Its one saving grace came in the form of being fed ample fuel supply courtesy of an AirDog lift pump for most of its life.

The next order of business saw Bosie remove the ECM from the tappet cover. While the ECM must be retained and relocated in the conversion, it will no longer have anything to do with throttle position.

Removal of the tappet cover followed soon after that shown to access the lifters. As is common with age, the tappet cover gasket was cracked, corroded, and in the early stages of leaking oil.

The holders grip the lifters and suspend them above the cam, allowing the cam lobes to clear them when the cam is removed. Before the cam was pulled, the lifter holders were zip-tied in place, and then zip-tied together in pairs.

As the camshaft was being pulled, Bosie was extremely careful not to damage any of the bearings. With the cam removed, the remaining gear housing bolts six bolts protruding into the oil pan, and five T40 torx bolts were removed and the gear housing itself was pulled off the engine. Using a gasket scraper, followed with a grinder equipped with a Scotch-Brite pad, Bosie removed all leftover material from the original gear housing gasket.

A combination of Indian Head Gasket Shellac used on both sides of the new gear housing gasket and Ultra Black silicone used on the exposed portion of the oil pan were applied next, followed by the new gear housing. Once in position on both alignment dowels, the gear housing was bolted in place with the T40 torx bolts receiving Loc-Tite.

Then it was time to reinstall the cam. After carefully finagling the factory cam back into place, the crank-to-cam timing marks were lined up properly and the cam gear bolts were torqued to 18 ft-lb.

While the cam was wiped clean before being reinstalled, no assembly lubricant was employed. Additionally, foregoing the use of any assembly lube makes it easier to run the valves later on The lifter holders were then removed and the factory push tubes reinstalled, along with the valve bridges and rocker arms.

Here you can see the modified throttle linkage Scheid includes in its P conversion kit top vs. Essentially, Scheid makes the throttle position APPS linkage ball fit onto a linkage intended for a valve engine. Because the P requires engine oil to lubricate the governor springs and weights unlike the VP44, which is lubricated solely with diesel fuel , an external oil feed line is plumbed in. Scheid simplifies the process of adding an oil supply line by including a braided stainless steel line and the appropriate fittings in the kit.

Here you can see the supplied elbow installed in the driver side of the block, along with one end of the braided line. With the factory front cover reinstalled on the engine, Bosie installed this billet tappet cover from Scheid.

The billet aluminum piece came with mounting hardware and seals via silicone, which does away with the failure-prone gasket used on the factory cover. While the ECM obviously no longer has anything to do with the injection system, it must be retained in order for the gauge cluster to work, along with other items such as the water temperature and oil pressure sensors.

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Caster Kits. Coilover Springs. Tonneau Covers. Trailer Hitches. Truck Bed Accessories. Truck Bed Liners. Wheel and Tire Accessories. If you're going to search Google for a better price - give us a shot first. Call us at Toyota Custom Tuning Toyota Tundra. Jeep Power Packages Jeep Trackhawk. Apparel Apparel Apparel Ford Bronco. Once in position on both alignment dowels, the gear housing was bolted in place with the T40 torx bolts receiving Loc-Tite.

Then it was time to reinstall the cam. After carefully finagling the factory cam back into place, the crank-to-cam timing marks were lined up properly and the cam gear bolts were torqued to 18 ft-lb.

While the cam was wiped clean before being reinstalled, no assembly lubricant was employed. Additionally, foregoing the use of any assembly lube makes it easier to run the valves later on The lifter holders were then removed and the factory push tubes reinstalled, along with the valve bridges and rocker arms. Here you can see the modified throttle linkage Scheid includes in its P conversion kit top vs.

Essentially, Scheid makes the throttle position APPS linkage ball fit onto a linkage intended for a valve engine. Because the P requires engine oil to lubricate the governor springs and weights unlike the VP44, which is lubricated solely with diesel fuel , an external oil feed line is plumbed in. Scheid simplifies the process of adding an oil supply line by including a braided stainless steel line and the appropriate fittings in the kit.

Here you can see the supplied elbow installed in the driver side of the block, along with one end of the braided line. With the factory front cover reinstalled on the engine, Bosie installed this billet tappet cover from Scheid.

The billet aluminum piece came with mounting hardware and seals via silicone, which does away with the failure-prone gasket used on the factory cover. While the ECM obviously no longer has anything to do with the injection system, it must be retained in order for the gauge cluster to work, along with other items such as the water temperature and oil pressure sensors.

After measuring the length of the P-pump, Bosie fabbed up a bracket and relocated the ECM further toward the firewall, along the driver side of the block. The one trade-off in retaining the ECM yet no longer having it plugged into the VP44 means that a check engine light is permanently illuminated. Truck owners have three basic options: 1 live with the CEL always being on; 2 remove the bulb in the dash; or 3 break out the electrical tape and cover it up.

The pump came preset with 19 degrees of timing advance 18 to 20 degrees is thought to be ideal for achieving respectable power with year-round drivability , features 4,rpm governor springs, and allows full fueling to 4, rpm. Notice the fuel shut-off solenoid arrow , which is what will be used to both stop and allow fuel flow to the P-pump.

For the pull coil operation used momentarily, for startup , Bosie tapped into the starter wire and utilized a heavy-duty, amp relay. For the hold function, Bosie tied into a key-on source a relay was used here as well.

The return line tees into the factory hard line leaving the back of the head, near the firewall. After one test fit, the return line on the P was tweaked to clear the intake runner on the head and then the pump was installed in the gear housing. Prior to setting the pump in place, the pump bore of the gear housing was hit with a coating of fresh engine oil.

The pump gear nut was tightened twice when installing the P The first sequence called for 11 lb-ft of torque shown , followed by removal of the pump lock.

To keep the pump from turning during shipping or installation thereby altering its timing , Scheid employs a pump lock. With the pump gear nut tight enough to keep the pump from spinning i. Once the pump lock was spun around, the pump gear could be torqued to spec. With a helping hand keeping the crank from turning, the pump gear nut was tightened to ft-lb.

With the P-pump mounted, the pre-clamped 0. For the intake elbow to clear the new injection lines, Scheid supplies a 1-inch billet grid heater spacer. After the lines were tightened up, Bosie went ahead and ran the valves and reinstalled the valve cover. Somewhere between 45 to 50 psi of supply pressure will be fed to the P-pump courtesy of a gph Titanium series FASS fuel system. The FASS system was mounted up under the bed on the driver side of the truck.

Unrestricted fuel flow begins at the tank thanks to this sump kit from Deviant Race Parts. Leave a Reply Cancel reply Your email address will not be published. You May Also Like. Diesel News. Derek Rose and….