The first six numbers match, the third set 045, 055 refer to the specific application or cpl, which from what I understand does not matter much if any, the 460 denotes product class or pump type, rotary distribution, the 4 identifies both as a ve ip, the 2 relates to plunger size which is 12mm and 4 = 4 cylinder, I believe this is correct... as far as starting, you have to purge all air in the fuel delivery system, filters ip and fuel lines, if your getting solid fuel to the injectors, it should start as long as timing is correct...

 

The third set will denote the specific advance curve for the dynamic timing system that the VE's have.
I agree that it should work just fine if fully blead the advances curve is application specific and mostly for emissions so it's never gonna be "ideal" in a swap but it's also not gonna be a problem either, one thing that could cause timing issues would be the pump gears position as there 3 different positions it can be set to I looked in my factory manual and it does not say anything about this. If you can not make it fire I would get the VE timing tool and set it to the setting on your engines ID plate that should show if you have pump gear timed correctly.

 

One other thought my truck seem to be the easiest to bleed of anyone's as it have never taken more then 5 minutes to do and I have come to believe it is because my tanks bottom is above the lift pump and when tank is full the fuel level is at least as high as the IP is so it will basically gravity bleed if you crack the right fittings, so you might try pressurizing
the tank to 5-10 psi while doing your bleeding operation...$.02

 

OK. Bosch pump 0 460 424 045 is Cummins part 3911242. That pump was used on CPL 0858 which was one of the common 4bt road engines. It has the wax motor type KSB and that must be connect up to the proper wiring harness. Otherwise the KSB will be on all the time which is not recommend. That wiring and sensor tend to be rather expensive. Here's what that pump should look like.

Here is a complete diagram of that pump. The KSB wiring is not shown there. http://dieselcatalog.online/en/bosch/0460/0460424045.html The wiring harness for the wax motor setup is Cummins part 3918364 which they sell for $318.68 and the sensor which mounts in the head is Cummins part 3915945 which has been replaced by part 4327028 which they sell for $126.32.
The other pump you mention 460 424 055 is Cummins part number 3917530 or 3917532. It too came on CPL 0858. Here is the diagram of that pump which is basically the same as the other.

http://dieselcatalog.online/en/bosch/0460/0460424055.html

It too has the wax motor KSB.

 

I'm getting fuel spray at the cracked injectors when I crank....
timing is correct. I get fuel out from injector lines and the engine starts when I spray brake clean into the intake manifold. But then stops when that spray is burned up. What else could be the problem?

 

Also, for simplicity sake. I have a gallon of fuel in a plastic gas can in the engine bay with direct connection to the fuel pump... almost like gravity feed.

 

Just thinking out loud but since it runs with brake kleen but then dies without it and you are seeing fuel to the injectors I would start looking at the injectors themselves
or maybe the output pressure of your IP something that affects the actual injection event in the cylinder....
Just found this thread it might help
https://www.4btswaps.com/threads/4bt-ve-pump-timing-gear-marks.37690/

 

good idea eggman.... each injector is new and tested myself on a test stand for that injector. Each injector tested fine. If I test output at the IP what preasure am I looking for?

 

I would think that it needs to be in excess of 245bar seeing as that is what is needed to pop injectors but I do not know a hard number.

 

Being a positive displacement pump I'd think it should be way over 245bar