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05-21-2016, 09:31 AM
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#1
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Skoolie
Join Date: Feb 2016
Location: East Coast kid
Posts: 142
Year: 1995
Coachwork: Bluebird
Chassis: International 3800
Engine: T444e
Rated Cap: 66
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A P-Pump?
Good morning folks!
Just curious... what is a p-pump and how do you feel about it with the Cummins 5.9?
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05-21-2016, 09:40 AM
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#2
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Bus Geek
Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 23,764
Year: 1999
Coachwork: Thomas
Chassis: Freighliner FS65
Engine: Cat 3126
Rated Cap: 15
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Quote:
Originally Posted by rjnye79
Good morning folks!
Just curious... what is a p-pump and how do you feel about it with the Cummins 5.9?
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They're what you want.
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05-21-2016, 10:15 AM
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#3
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Bus Geek
Join Date: Mar 2011
Location: Houston, Texas
Posts: 8,462
Year: 1946
Coachwork: Chevrolet/Wayne
Chassis: 1- 1/2 ton
Engine: Cummins 4BT
Rated Cap: 15
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Absolutely. All 12-valve Cummins are non-electronic and the inline Bosch pump is the number one choice for a whole host of reasons. Here is a little blurb from a Cummins blog...
The 1994 - 1998 Engines offer good power and torque, as well as good fuel economy. These engines have the Bosch P7100 inline manual fuel pump which produces 160-215HP stock. With this pump, one can easily add 15-95HP by installing a fuel plate. These engines are possibly the most desirable 12-Valves because power upgrades are easily accomplished with fuel plate adjustments etc. If you get an extremely good deal on an earlier engine it may be cost effective to convert it to a P7100 pump if your desire is big Torque numbers.
There are many power upgrades that can be done to any of the 12-Valve engines without totally sacrificing fuel economy or reliability.
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05-21-2016, 02:11 PM
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#4
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Moderator
Join Date: Feb 2007
Location: NUNYA
Posts: 4,236
Year: 1995
Coachwork: Thomas
Chassis: 3800
Engine: DT408, AT545
Rated Cap: 23 500 gvw
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As SnoopDog would say, "They are the shiznit of IPs."
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05-21-2016, 04:19 PM
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#5
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Skoolie
Join Date: Feb 2016
Location: East Coast kid
Posts: 142
Year: 1995
Coachwork: Bluebird
Chassis: International 3800
Engine: T444e
Rated Cap: 66
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Is the 5.9 Cummins desirable, regardless of the p-pump?
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05-21-2016, 05:07 PM
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#6
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Bus Geek
Join Date: Feb 2016
Location: Willamina, Oregon
Posts: 6,409
Coachwork: 97 Bluebird TC1000 5.9
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There is a 53 block that is known to have problems if you tend to overheat it much. Other than that they're pretty good. Preferences are varied as you might expect. As for the 5.9, if there's not a 53 on the block just under the IP you're good. The other marking on the block from Mexico I believe is kind of garbled and longer than 53. There was a discussion on this just a couple days ago.
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05-21-2016, 06:55 PM
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#7
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Skoolie
Join Date: Feb 2016
Location: East Coast kid
Posts: 142
Year: 1995
Coachwork: Bluebird
Chassis: International 3800
Engine: T444e
Rated Cap: 66
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Quote:
Originally Posted by Robin97396
There is a 53 block that is known to have problems if you tend to overheat it much. Other than that they're pretty good. Preferences are varied as you might expect. As for the 5.9, if there's not a 53 on the block just under the IP you're good. The other marking on the block from Mexico I believe is kind of garbled and longer than 53. There was a discussion on this just a couple days ago.
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I'm a jackass... what's the IP? ...also, the "53" is obvious?
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05-21-2016, 06:58 PM
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#8
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Bus Geek
Join Date: May 2009
Location: Columbus Ohio
Posts: 18,833
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
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is a P-pump similar to what my mechanical DT360 has even though im IHC and not cummins?
-Christopher
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05-21-2016, 07:53 PM
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#9
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Bus Geek
Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 23,764
Year: 1999
Coachwork: Thomas
Chassis: Freighliner FS65
Engine: Cat 3126
Rated Cap: 15
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Quote:
Originally Posted by cadillackid
is a P-pump similar to what my mechanical DT360 has even though im IHC and not cummins?
-Christopher
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I think its a Bosch MW pump. I've been wrong before though.
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05-21-2016, 07:57 PM
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#10
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Bus Geek
Join Date: May 2009
Location: Columbus Ohio
Posts: 18,833
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
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yeah I think you are right mine is a Bosch.. ive had several people tell me they like my bosch because it can safely be turned up and the timing advanced a few degress on the DT360 / 466 without worry of over-temping the exhaust..
-Christopher
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05-21-2016, 08:34 PM
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#11
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Bus Geek
Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 23,764
Year: 1999
Coachwork: Thomas
Chassis: Freighliner FS65
Engine: Cat 3126
Rated Cap: 15
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Quote:
Originally Posted by cadillackid
yeah I think you are right mine is a Bosch.. ive had several people tell me they like my bosch because it can safely be turned up and the timing advanced a few degress on the DT360 / 466 without worry of over-temping the exhaust..
-Christopher
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The p pump is another bosch.
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05-21-2016, 08:36 PM
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#12
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Bus Geek
Join Date: May 2009
Location: Columbus Ohio
Posts: 18,833
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
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Quote:
Originally Posted by EastCoastCB
The p pump is another bosch.
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seems like bosch to fuel systems is kind of like bendix to air brakes...
do cats and mercedes busses use bosch too?
-Christopher
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05-21-2016, 08:59 PM
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#13
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Moderator
Join Date: Feb 2007
Location: NUNYA
Posts: 4,236
Year: 1995
Coachwork: Thomas
Chassis: 3800
Engine: DT408, AT545
Rated Cap: 23 500 gvw
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I think the P-pump is from about 1994-1998 on both Cummins and International engines. I think EC is right about it being a different Bosch pump.
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05-22-2016, 10:56 AM
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#14
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Skoolie
Join Date: Feb 2016
Location: East Coast kid
Posts: 142
Year: 1995
Coachwork: Bluebird
Chassis: International 3800
Engine: T444e
Rated Cap: 66
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Speaking of these Cummins 5.9s... Anyone have experience with the killer dowel pin?
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05-22-2016, 11:01 AM
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#15
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Bus Geek
Join Date: Mar 2011
Location: Houston, Texas
Posts: 8,462
Year: 1946
Coachwork: Chevrolet/Wayne
Chassis: 1- 1/2 ton
Engine: Cummins 4BT
Rated Cap: 15
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Got mine taken care of before installing the engine. Couple of ways to go about it. Buy or make a tab that is screwed into a hole next to it...or just peen the edge of the hole the KDP is in. That's the route I wet since the screw & tab just seemed to be more two more things that could wind up in the timing gears.
Either way, if you have a model with that issue...it needs to be addressed.
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05-22-2016, 02:19 PM
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#16
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Bus Geek
Join Date: Feb 2016
Location: Willamina, Oregon
Posts: 6,409
Coachwork: 97 Bluebird TC1000 5.9
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That's an awkward procedure in a FE. Thanks for the peening idea Tango.
That sounds most reasonable, since the tab and bold are two additional possible problems. Not to mention the fact that I read somewhere the tab and bolt are about $50.
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