Buying used? What years of dodge cummins to avoid
In the event that you're scouring the particular classifieds for the heavy-duty truck, a person need to know exactly what years of dodge cummins to avoid before you drop twenty or 30 grand on the total headache. Many people see the "Cummins" badge and believe they're buying a million-mile engine that could pull a house off its foundation with out breaking a sweat. And while that's true for a lot of all of them, Dodge has definitely had some "oops" years where the engine—or the pickup truck wrapped around it—just wasn't up to snuff.
Purchasing a diesel is a big investment, plus maintenance on these types of rigs isn't cheap. If you choose the wrong season, you aren't simply looking at several hundred bucks to get a sensor; you may be taking a look at the $10, 000 expenses for a new fuel system or perhaps a cracked engine stop. Let's break lower the years that will usually give owners the most tremendous grief.
The Early 24-Valve Era: 1998. 5 to 2002
This can be an odd era because vehicles are actually fairly popular, but they come with two massive warning flags that can ruin your entire day. This was the changeover from the renowned 12-valve mechanical engine to the 24-valve electronic version.
First, let's talk about the VP44 injection pump . In contrast to the P7100 pump motor on the older vehicles, the VP44 is usually cooled and lubed by fuel. The problem is that this factory lift push (the pump that feeds fuel to the injection pump) was notorious with regard to dying quietly. If the lift pump neglects, the VP44 starts starving for gas, gets way as well hot, and eventually burns itself out there. Replacing a VP44 is an expensive job, and it's a matter of whenever , not if , it'll happen unless the previous owner installed a high-quality aftermarket fuel system like a FASS or AirDog.
The particular second, and far scarier, issue with this period is the "53 Block. " Some of the engine blocks forged by a specific company in Brazil had been thinner than these people should are already. Over time, usually below heavy loads or heat cycles, these types of blocks develop the massive crack perfect along the water jacket within the passenger side. It's not some thing it is simple to "fix" with a weld. In case you see the 53 stamped upon the side of the block, make an effort to to keep strolling unless you're looking for a project truck that needs a whole fresh heart.
The First Emissions Growing Pains: 2007. 5 to 2009
In the middle of 2007, Dodge switched from the legendary 5. 9L engine to the particular bigger 6. 7L Cummins. While the 6. 7L is usually a beast of a motor, the particular early versions were the first to handle heavy exhausts gear, specifically the particular Diesel powered Particulate Filter (DPF) and the Exhaust Gas Recirculation (EGR) system.
The engineers were fundamentally figuring things away on the soar back then. These early emissions systems were prone to clogging up constantly, especially if the truck spent a great deal of time idling or driving about town instead of hauling heavy tons on the freeway. Once the DPF blocks, the truck goes into "limp mode, " and you'll find yourself on the dealer getting the forced regeneration or even, worse, a multi-thousand dollar replacement.
Fuel economy also took a massive dive during these years. Since the engine is fundamentally "choking" on the own soot to meet EPA requirements, it has to work harder and burn more fuel. Even though many owners "delete" these systems regarding off-road use, purchasing a truck that has already been messed with may be a legal and mechanical bet. If you would like a 6. 7L, you're usually best looking at the 2012+ models exactly where the systems grew to become a bit even more refined.
The Ticking Time Bomb: 2019 to 2020
You'd think newer would often be better, nevertheless the 2019 plus 2020 models had a specific component that will made them several of the almost all stressful trucks to own: the Bosch CP4. 2 high-pressure energy pump .
For some reason, Ram memory decided to switch away from the rock-solid CP3 water pump to the CP4. The issue is definitely that the CP4 was designed with regard to European diesel, which usually has more lubricity than the "dry" ultra-low sulfur diesel we have in the States. When the CP4 fails, it doesn't just stop working; it literally crushes itself into steel shavings. Those bits then get delivered through the whole fuel system—injectors, ranges, rails, the works.
Restoring a "grenaded" CP4 usually costs south of $8, 000 to $10, 500 because you have to replace every thing the fuel touched. It was like a widespread disaster that Ram actually issued an enormous recall to swap these types of pumps back to the older CP3 style. If you're looking at a 2019 or 2020, you absolutely must check the VIN to discover if the call to mind has been performed. If it's still running the unique CP4, you're driving a ticking time bomb.
It's Not merely the Motor: Transmission Woes
Whenever we talk regarding what years of dodge cummins to avoid, we have to talk about the particular "Dodge" part of the equation. Cummins makes the motor, but Dodge (or Ram) makes the transmission. For a long time, the particular automatic transmissions had been the Achilles' high heel of these trucks.
Specifically, the particular 47RE (found within the past due 90s/early 2000s) as well as the 48RE (found in the mid-2000s) weren't really built to handle the crazy torque a Cummins produces, especially in the event that the owner turned upward the power using a tuner. If you're buying an automated truck from 1994 to 2007, just go ahead and budget for a transmitting rebuild or a heavy-duty valve entire body and torque converter. They're notorious intended for slipping and reaching extreme temperatures.
Actually the newer 68RFE automatics present in the 6. 7L trucks aren't exactly bulletproof. They're okay for stock energy, but if a person start adding "tunes" and "deletes, " that transmission is usually usually the very first thing to provide up the ghost.
Interior plus Chassis "Character" (Or Lack Thereof)
Lastly, we can't ignore the build quality of the truck itself throughout the late 90s and 2000s. If you do buy a "second gen" (1994-2002), you are usually almost guaranteed to possess a cracked dashboard . Your invisalign aligner they utilized was incredibly frail, and it's rare to find a single that isn't shattered.
The steering can be another common complaint. Many of these trucks have "Death Wobble, " where the front end shakes violently right after hitting a lump at highway rates of speed. It's usually caused by worn-out track pubs or steering boxes. While it's fixable, it's another cause why some individuals prefer to avoid certain years unless of course they're willing to put in the task.
What In case you Buy Instead?
I don't need to make this seem like every Dodge Cummins is a pile of junk. Quite the opposite—there's a reason individuals pay "Cummins Tax" (high resale prices). If you need the gold regular, most enthusiasts point toward:
- 1994–1998 (12-Valve): The "Holy Grail. " Just about all mechanical, no computer systems, simple as a tractor.
- 2003–2004: The early Common Railroad 5. 9L. They have the modern gasoline system but does not have the annoying emissions gear of the particular later trucks.
- 2012–2018: Generally solid 6. 7L vehicles, particularly if they have got the Aisin transmission (found in the 3500 Max Tow models).
At the end of the day, any kind of used diesel is a gamble. But simply by knowing what years of dodge cummins to avoid , you can at least stack the deck in your favor. Just remember: always check for that "53" stamp, ask about the fuel pump, and if the transmitting shifts just like a bucket of bolts, keep on looking. There are various of good ones out there in case you're patient!