Troubleshooting

Second Generation Dodge Diesels: 1994-2002

Second gen Dodge diesels were powered by two different variations of Cummins. The 12-valve Cummins, which were installed in trucks from 1994 to early 1998, and the 24-valve from late 1998 to 2002. The 12-valve, being the more sought-after variation, used a P-pump system which allowed owners to install a greater variety and range of power modifications. With the introduction of the 24-valve, extensive electronic control systems were included, which according to Lind, led to issues in the 24-valve Dodge.

The front end of the second gens, especially the stock ball joints, regularly fail, and aftermarket ball joints quickly rectify the issue. Like the first gen, the automatic transmissions in the second gen face regular issues. While Lind comments on the better quality of the 47 RH/RE style trannies, it proved too weak for the power output of the Cummins engine. Although this may seem like a red flag to potential buyers, a rebuild on the transmission with better quality parts will undoubtedly solve any issue.

The 12-valve engines were built strong, and seldom show any issues, but no engine is flawless and Lind has found a couple of issues that should be taken into account immediately. The first real problem the 12-valves face is failing fuel shutoff solenoids. Once they fail, they're capable of causing no-start conditions. Another no-start issue can be caused by leaking feed/return lines, so watching both the solenoids and feed/return lines is a great place to start if no-start conditions occur. If you're intention is adding more power to the engine, Lind suggests installing new head studs, as the stock bolts can't hold up to the increased stress that more power introduces to the engine.

The last and maybe the most important thing to look out for is the killer dowel pin. Lind said that not every truck has a problem with the KDP falling out of place, but if it does, they have a tendency to destroy the timing gear case. If the case has been damaged and needs to be repaired, getting to the case requires removal of the camshaft, which is a huge investment in both time and money. Lind's suggestion is to fix and stabilize the KDP as soon as you buy a 12-valve and save yourself future problems down the road.

The 24-valve used more electronic systems to control vital functions in the second generation Dodge's, which subsequently led to more issues to deal with. The first problem that Lind commonly finds deals with the electronic lift pump. According to Lind, the pump can fail without notice and starve the VP44 injection pump, and once the injection pump fails, the dollars to repair it start stacking up. Checking for the code P0216 among others confirms the injector pump's failure. Another tell tale signs of the pump failure is "dead pedal" while on the road and no-start hot conditions. Lind iterates the importance of replacing the lift pump if the injector pump has to be replaced.

Another issue in the 24-valve Dodges includes poorly functioning TPS sensors, which can affect the efficiency of the overdrive system. Lastly, the cross-tube O-rings dry out over time and can possibly swell, which can cause no-start conditions while the truck is parked. This no-start condition is even further exacerbated if the truck is parked on a slope with the front sitting higher than the rear.