Diesel died when I put it in drive and now it turns over but will not start
It is a 99 one ton diesel automatic.
we started it and put it in drive and it DIED and hasn't started since. it turns over but wont start. any ideas
are you getting fuel?? you may have a bad lift pump (be careful that system has high presure)....or even a plugged fuel filter
Did you let it get really low on fuel? You may have air in the system. Try bleeding it. If no air, I would suspect the fuel pump or lift pump. If it's the original, it would make sense.
we changed to fuel filter and bleed it and still nothing.
this system has a crank and a cam sensor so it could be one of them also the injection pump has a module on it as well...here is some more info. FUEL INJECTION PUMP The Bosch VP44 fuel injection pump Bosch VP44 Fuel Injection Pump is a solenoid-valve controlled-radial-piston-distributor type pump. The pump is mounted to the rear of the timing gear housing on the left side of engine Fuel Injection Pump Location The injection pump is driven by the engine camshaft. A gear on the end of the pump shaft meshes with the camshaft gear. The pump is timed to the engine. The VP44 is controlled by an integral (and non- serviceable) Fuel Pump Control Module (FPCM) Fuel Injection Pump Location The FPCM can operate the engine as an engine controller if a Crankshaft Position Sensor (CKP) signal is not present. Fuel from the transfer (lift) pump enters the VP44 where it is pressurized and then distributed through high-pressure lines to the fuel injectors. The VP44 is cooled by the fuel that flows through it. A greater quantity of fuel is required for cooling the VP44 than what is necessary for engine operation. Because of this, approximately 70 percent of fuel entering the pump is returned to the fuel tank through the overflow valve and fuel return line. Refer to Overflow Valve Description/Operation for additional information. The VP44 is not self-priming. At least two fuel injectors must be bled to remove air from the system. When servicing the fuel system, disconnecting components up to the pump will usually not require air bleeding from the fuel system. However, removal of the high-pressure lines, removal of the VP44 pump, or allowing the vehicle to completely run out of fuel, will require bleeding air from the high-pressure lines at the fuel injectors. VP44 timing is matched to engine timing by an offset keyway that fits into the pump shaft. This keyway has a stamped number on it that is matched to a number on the VP44 pump (each keyway is calibrated to each pump) When removing/installing the VP44, the same numbered keyway must always be installed. Also, the arrow on the top of the keyway should be installed pointed to the rear of pump. Because of electrical control, the injection pump high and low idle speeds are not adjustable. Also, adjustment of fuel pump timing is not required and is not necessary .
CRANKSHAFT POSITION SENSOR (CKP) - ECM INPUT The Crankshaft Position Sensor (CKP) is located on the lower left-rear side of the engine behind the starter motor Crankshaft Position Sensor (CKP) Location Engine speed and crankshaft position are provided through the CKP. The sensor generates pulses that are the input sent to the Engine Control Module (ECM) The ECM interprets the sensor input to determine the crankshaft position. The ECM then uses this position, along with other inputs, to determine injector firing sequence and fuel timing. The sensor must be powered up by 5 volts to operate. The sensor is a hall effect device combined with an internal magnet. It is also sensitive to steel within a certain distance from it. The engine crankshaft is equipped with a bolt-on tone wheel Crankshaft Tone Wheel The tone wheel is equipped with 35 teeth and a gap where the 36th tooth should be placed Crankshaft Tone Wheel This missing tooth indicates to the ECM the relative position of cylinder #1 to the Top Dead Center (TDC) position. This does not mean that cylinder #1 is at TDC. When the CKP is aligned with the missing tooth, the missing tooth is 60 degrees away from cylinder #1 TDC position. The teeth cause pulses to be generated when they pass under the sensor. The pulses are the input to the ECM .
if you can get a scan tool you can monitor cam and crank to see if your getting signals from them
I had a 2001 with the same engine setup. The same thing happened to me. Without putting hands on your truck, I would suspect that your injector pump (Bosch VP-44) has gone south. I went through 3 of these at about $1200 a pop. That's with me doing the work. There are 2 problems with the VP-44. 1. If the fuel pump runs dry or has low pressure, the injector pump works too hard and burns out. 2. The ECM sits on top of the injector pump which channels enough engine heat into the circuit board to melt the soldered connections. It would make sense to me that the ECM ought to be relocated to a cooler place like the firewall, but neither Bosch, Cummins, or Dodge have done so. Another problem is that there have been about 30 Bosch upgrades to the VP-44 design, but the majority of the folks who rebuild these units do not do all of the Bosch upgrades when they rebuild them. I solved the problem by trading my '01 Dodge Cummins 2500 in for an '06 Dodge Cummins 3500 which has the common rail system and no VP-44. Very happy now.
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