$100K SECOND-GEN

A 750HP ’02 DODGE COMMON-RAIL THAT’S WORTH EVERY PENNY
When you’re a second-gen connoisseur, chances are pretty good you’ll own a few of them. As for Kenneth Donkersgoed, he’s held the title of more than a dozen ’94-’02 Dodges in his time—but none of them have been like this. After obtaining a straight bodied ’02 Quad Cab as a roller from Jake Schlosser of SloshFab, Kenneth did something most second-gen owners never do: he treated his pride and joy to a show-quality, $20,000 paintjob. Then he broke the mold again, this time in ditching all thoughts of a P-pumped 24-valve for a common-rail 6.7L. “I wanted to have the nicest second-gen out there,” he told us. “Something that you can’t just go buy.” After a year of being under the knife at Fleece Performance Engineering, Kenneth’s $100,000 common-rail second-gen is alive—and it’s unlike any other ’94-’02 Cummins you’ll come across.

6.8L CUMMINS

With the truck being purchased as a roller, there was no 5.9L to pull. However, a new power plant had to be sourced. Turning things over to Freedom Racing Engines, a Stage 2 6.7L-based Cummins was put together. The bored, honed, decked, and blue-printed block is furnished with a factory crankshaft, 9/16-inch main studs, Carrillo connecting rods, and Mahle replacement pistons. Freedom’s fire-ringed performance series 6.7L cylinder head, fitted with oversized valve seats, Manley Performance stainless steel valves and 103-lb Hamilton valve springs, anchors to the block via 14mm ARP head studs.

STROKER CP3 & 100-PERCENT OVER STICKS

To make the truck fun to drive, Fleece and S&S Diesel Motorsport teamed up on the fuel system. Things get started with a PowerFlo lift pump in the factory tank, with one of Fleece’s auxiliary fuel filter and line kits mounted between the lift pump and a single PowerFlo 750 CP3. To take advantage of their quick injection rate and also to provide room for future horsepower growth, a set of 5.9Lderived, 100-percent over injectors were obtained from S&S. Fine-tuning of the engine is made possible through the use of a 5.9L ECM.

SECOND-GEN TURBO SWAP

With the finished product destined to live in Kenneth’s native Wyoming, adequate airflow without sacrificing drivability was a key stipulation in the build. Sizing a turbocharger for a single turbo application that needs to be responsive at 7,500-feet of elevation but that can also support more than 700-rwhp can be a tall order. However, Fleece met Kenneth’s needs with an S463 that makes use of an 83mm turbine wheel and a non-wastegated .90 A/R exhaust housing. Accommodating the BorgWarner charger is Fleece’s popular second-gen turbo swap system, which (in addition to facilitating the use of an S400 on a 6.7L common-rail) includes a T4 Steed Speed exhaust manifold, 4-inch stainless downpipe, and the company’s 5-inch ManTake.

MANUAL VALVEBODY 48RE

The 48RE that’s forced to absorb the common-rail’s abuse is always up to the challenge thanks to being prepped with the baddest Sun Coast parts you can find. The top-shelf components list includes the infamous 1-3/16-inch diameter OM3GA input shaft, larger 300M intermediate and output shafts (along with an NP271 transfer case), a 27-spline, billet stator 2,200-rpm stall converter, and a manual valve body. Shifts are handled by way of a Precision Performance Products shifter. Downwind of the lively Cummins and the full-billet four-speed sits the front Dana 60 with Dynatrac Free-Spin hubs and a rear Dana 80 with 35-spline axleshafts and a spool to ensure all power makes it to the ground.

ONE OF A KIND COMMON-RAIL

As a pipeline welder by trade, Kenneth is around hundredthousand dollar trucks on a daily basis. However, his diesel addiction begins and ends with second-gens. He may have sunk a six-digit figure into his ’02, but between its perfect body panels, metallic red paint, and the common-rail Cummins under the hood it’s one of the cleanest and rarest second-gens you’ll ever see. For most old-school Dodges, the words drivability and 750hp don’t belong in the same sentence. For Kenneth’s seven-red special, it’s all in a day’s work.

FREQUENTLY ASKED QUESTIONS

How can you diagnose and fix issues related to the accelerator pedal position sensor (APPS) in these trucks?

Diagnosing and Fixing Accelerator Pedal Position Sensor (APPS) Issues

Experiencing issues with the accelerator pedal can be frustrating, especially when the pedal fails to respond as expected—a problem commonly referred to as the “Dead Pedal.” This could be due to a malfunctioning Accelerator Pedal Position Sensor (APPS). Let’s dive into how you can diagnose and potentially resolve this issue.

Diagnosing APPS Problems

1. Check for Error Codes: Start by scanning your vehicle’s computer for Diagnostic Trouble Codes (DTCs). Look for codes P0122 and P0123, which indicate low and high throttle position sensor voltage, respectively.
2. Inspect the Sensor Location: The sensor is typically located in the engine bay and can be exposed to high temperatures, dirt, and moisture. These elements may lead to premature failure or cause intermittent issues with the APPS.

Troubleshooting and Fixing the APPS

• Clean the Sensor: Before rushing for a replacement, try cleaning the sensor. Since debris and dirt can affect its performance, a thorough cleaning may restore its functionality.
• Replace the Sensor: If cleaning doesn’t solve the issue, consider replacing the sensor. The cost ranges from $125 to $150 if you choose to do it yourself. However, if you’re not mechanically inclined, hiring a professional might be a better option, though it will increase the expense.

Take Preventive Measures

Regular maintenance, such as keeping the engine bay clean and checking for signs of wear, can extend the life of your APPS and prevent unexpected failures that leave you stranded.

By following these steps, you can better manage APPS issues, ensuring a smooth and responsive driving experience.

What should a buyer look for during a test drive of a second-generation Cummins truck to identify potential problems?

What to Inspect During a Test Drive of a Second-Generation Cummins Truck

When considering a second-generation Cummins truck, a thorough test drive is essential. Here’s what to focus on to spot potential issues:

1. Evaluate Handling and Performance:
   • Local Roads and Highways: Start by driving on different roads. This will give you a sense of how the truck handles various conditions. Pay close attention to how the vehicle accelerates and brakes.
   • Braking Test: Make sure the truck stops smoothly without pulling to one side, which could signal uneven brake wear or alignment issues.
2. Check for Fluid Leaks:
   • After your drive, park on a clean surface and leave the engine running for a few minutes. Look underneath for any signs of oil, coolant, or transmission fluid leaks. Leaks can indicate serious problems that might need costly repairs.
3. Inspect Maintenance Records:
   • Request the vehicle’s maintenance history. A well-documented service record indicates the truck has been regularly cared for. Ensure that routine services have been conducted, such as oil changes and filter replacements.

These steps will help identify potential red flags before purchasing, ensuring you invest in a reliable truck. Stay vigilant during your test drive and don’t hesitate to ask the seller any questions about the vehicle’s history or performance.

How can a buyer ensure they are not overpaying for a second-generation Cummins truck?

How to Ensure You’re Not Overpaying for a Second-Generation Cummins Truck

When it comes to purchasing a second-generation Cummins truck, getting a fair deal is crucial. Here’s how you can ensure you’re making a smart investment:

1. Conduct a Test Drive:
   • Begin with a comprehensive test drive on local roads and highways. This will give you valuable insights into how the truck handles different driving conditions.
   • Pay close attention to how the braking system operates. Ensure it doesn’t veer off to one side, indicating potential brake issues.
2. Inspect for Leaks:
   • Park the truck on a clean surface and let it idle for a few minutes. This will help you identify any leaks.
   • Check underneath for oil, coolant, or transmission fluid drips. Any signs of leakage should be a red flag.
3. Review Maintenance Records:
   • Request complete maintenance records from the seller. These documents are crucial to confirm that the truck has been well-cared for over the years.
4. Research Comparable Prices:
   • Investigate the market to gauge the average prices for similar trucks. Websites like Kelley Blue Book, Edmunds, and NADA Guides can be invaluable resources.
   • Compare features, mileage, and condition to ensure the asking price aligns with market standards.
5. Seek Professional Inspection:
   • Consider hiring a mechanic to perform a detailed inspection. An expert can spot issues you might miss, giving you more negotiating power.

By following these steps, you can confidently approach your purchase, knowing you’re making an informed decision and are less likely to overpay.

What transmission issues are common in second-generation Cummins trucks, and how can they be identified and resolved?

Common Transmission Issues in Second-Generation Cummins Trucks and Their Solutions

When it comes to second-generation Cummins trucks, one of the most frequently reported concerns revolves around the automatic transmissions, particularly the 47RE model. This four-speed transmission, alongside the hydraulically controlled 47RH, often struggles under the powerhouse capabilities of the Cummins engine, leading to a variety of performance issues.

Identifying Transmission Problems

1. Shuttle Shift Issues:
   Many drivers experience problems with the shuttle shift, where the transmission struggles to select and commit to a gear. Symptoms include erratic shifting or failure to engage a gear altogether.
2. Torque Converter Troubles:
   Another frequent issue is the inappropriate locking and unlocking of the torque converter. This can manifest as unexpected surges or stalls and generally happens at inconvenient times.
3. Electronic Troubles:
   The Throttle Position Sensor (TPS) or its alternative, the Accelerator Pedal Position Sensor (APPS), might malfunction or require recalibration, exacerbating the transmission issues.

Solutions and Recommendations

Upgrade to a Performance Torque Converter:
When transmission issues arise, it might be the perfect opportunity to invest in a high-performance torque converter. These are designed to better handle the strength and torque output of a Cummins engine, reducing the likelihood of future converter problems.

Sensor Check and Maintenance:
Regularly inspect and, if necessary, adjust or replace the TPS/APPS. Properly functioning sensors are crucial for maintaining smooth and reliable transmission operations.

Inspect Maintenance Records:
Before purchasing a second-generation Cummins truck, review the maintenance history specifically for transmission work. If the vehicle has had past issues or repairs, this could inform both your buying decision and any potential price negotiations.

Test Drive Awareness:
During a test drive, pay close attention to any signs of slipping or unusual behavior in the transmission. If you detect any problems, consider negotiating the price to account for necessary repairs, keeping in mind that a typical transmission rebuild might cost around $1,600 in parts alone.

Being aware of these common issues and their solutions can help ensure that your Cummins truck runs smoothly and efficiently on every journey.

What causes the VP44 injection pump to fail, and how can its lifespan be extended?

Causes of VP44 Injection Pump Failure and How to Extend Its Lifespan

The VP44 injection pump, a crucial component in diesel engines, can suffer from failure primarily due to issues with fuel supply and pressure. Here’s a breakdown of what contributes to these failures and practical steps to extend the pump’s lifespan.

Causes of Failure

1. Rotor Seizure:
   • One common problem is rotor seizure in the distribution section. This can occur because modern ‘ultra-low sulphur’ diesel fuels offer lower lubricity and insufficient fuel pressure, leading parts to wear down more quickly.
2. Inadequate Fuel Supply:
   • The factory-installed fuel lift pump often struggles to supply the VP44 with sufficient fuel. When the lift pump fails to deliver the needed fuel, the VP44 cannot maintain optimal cooling and lubrication, posing a significant risk of mechanical failure.
3. Cooling Issues:
   • The VP44 relies on the flow of fuel through its system for cooling. Without adequate fuel, the pump overheats, causing additional wear and potential failure.

Extending the Lifespan

1. Install a Fuel Pressure Gauge:
   • Monitor fuel pressure with an aftermarket fuel pressure gauge to ensure it remains within the recommended range of 17-20 psi. Consistently maintaining this range helps prevent overheating and extends the life of the pump.
2. Consider an Aftermarket Fuel System:
   • For greater reliability and peace of mind, investing in a high-quality aftermarket fuel system can ensure your pump receives the proper amount of fuel consistently, further prolonging its operational life.

By understanding these critical factors, you can take proactive measures to protect your VP44 injection pump, ultimately saving time and expenses associated with repairs or replacements.

What common problems are associated with the VP44 injection pump in second-generation Cummins engines?

Common Problems with the VP44 Injection Pump in Second-Generation Cummins Engines

The VP44 injection pump, used in second-generation Cummins engines, has developed a reputation for various issues that owners should be aware of. Here are the primary problems associated with this pump:

Mechanical Failures

1. Rotor Seizure: One frequent issue is the rotor seizing in the distribution section. This typically results from insufficient fuel pressure and the reduced lubricity found in modern “ultra-low sulfur” diesel fuels.
2. Lift Pump Inadequacies: Originally, the factory-installed fuel lift pump often fails to deliver the needed fuel supply to the VP44, jeopardizing its longevity. Since the VP44 relies on fuel for cooling, any lift pump failure can quickly lead to a breakdown in the injection pump itself.

Electrical Problems

• Computer Connection Issues: The electronic control unit on top of the VP44 can develop poor connections over time. This leads to symptoms such as difficult starts, engine hiccups, and white smoke emissions during driving.

Preventive Measures

• Fuel Pressure Monitoring: It’s advisable to install an aftermarket fuel pressure gauge. Keeping the pressure between 17–20 psi can prevent premature pump failure.
• Enhanced Fuel Systems: For additional protection, consider investing in an aftermarket fuel system designed to maintain optimal pressure and prolong the pump’s life.

By understanding and addressing these common problems, you can potentially avoid costly repairs and ensure your engine runs smoothly.

What is the “53 block” issue in second-generation Cummins engines, and how can it be identified?

Understanding the “53 Block” Issue in Second-Generation Cummins Engines

The “53 block” issue is a well-known concern for those purchasing second-generation Cummins engines. It revolves around certain engine blocks marked with the casting number “53”, which are notorious for their tendency to develop cracks.

Why It’s a Problem

These cracks can lead to coolant leaks, resulting in a need for an entire engine replacement if not addressed promptly. In some cases, owners attempt to manage the issue by continually topping off the coolant. However, the relentless cycle of heating and cooling ultimately worsens the problem until repairs are unavoidable.

Identifying the “53 Block”

To determine if you have a 53 block, start by inspecting the engine block for the number “53” stamped on it. This number is usually found near the front driver side of the engine block. Spotting this number is crucial, as it alerts you to the potential for future leaks and engine troubles. Taking proactive steps upon identification can prevent the issue from escalating, saving you from costly repairs down the line.

Armed with this knowledge, you can take the first steps toward checking for the infamous 53 block, ensuring you make informed decisions about your engine’s maintenance and care.

What is “Dead Pedal Syndrome” in second-generation Cummins trucks, and what causes it?

Understanding Dead Pedal Syndrome in Second-Generation Cummins Trucks

What is Dead Pedal Syndrome?

Dead Pedal Syndrome occurs when the accelerator pedal in a vehicle moves without eliciting any response from the engine. Essentially, despite pressing the pedal, the truck fails to accelerate. This can be a potentially frustrating issue for drivers, as it affects vehicle performance unpredictably.

What Causes This Issue?

The primary cause of Dead Pedal Syndrome in second-generation Cummins trucks is typically a malfunction in the accelerator pedal position sensor (APPS).

1. Role of the APPS:
   • This sensor’s main job is to send signals corresponding to the pedal’s position.
   • These signals help the engine control module (ECM) determine the appropriate amount of fuel to inject into the engine, optimizing combustion and performance.
2. Symptoms of a Failing Sensor:
   • If the APPS is faulty, it might not send proper signals, resulting in a loss of throttle response.
   • Common diagnostic trouble codes to look for include:
     • P0122: Throttle Position Sensor Voltage Low
     • P0123: Throttle Position Sensor Voltage High
3. Exposure and Damage:
   • The sensor is typically located in the engine bay, where it’s susceptible to heat, dirt, and moisture.
   • Such exposure increases the risk of damage or premature failure.

Solutions and Precautions

• Diagnosis:
  • Regularly check for diagnostic codes on your dash display as an early detection method.
• Cleaning vs. Replacement:
  • Before opting for a replacement, try cleaning the sensor to see if functionality can be restored.
  • If a replacement is necessary, the cost for a new APPS ranges from $125-$150.
  • Consider professional installation to ensure proper setup and avoid additional issues.
• Preventive Measures:
  • Routine maintenance and careful checks of the sensor can help mitigate the risk of developing Dead Pedal Syndrome.

While not a fatal flaw to your truck, a malfunctioning APPS can leave you stranded, making proactive measures and timely repairs invaluable.

What temporary fixes are available for the 53 block issue, and what are their limitations?

Understanding Temporary Fixes for the 53 Block Issue

If you’ve identified a potential problem with the “53” block, you might be considering temporary fixes while you plan your next steps. Here are some options and their limitations:

Temporary Fixes Available

1. Block Stitching:
   • This method involves inserting metal stitches into the crack to hold it together. It is a temporary patch designed to reduce leaks and maintain some level of structural integrity.
2. Metal Epoxies (like JB Weld):
   • These are adhesive materials that can fill in cracks and harden to create a seal. They’re a common, quick-fix option for small, non-structural repairs.

Limitations of Temporary Fixes

• Thin Material Concerns:The area around the crack is often so thin that these fixes won’t last long. They might delay further damage, but they won’t prevent it from happening again.
• Re-cracking Issues:Since these methods do not restore the block to its original strength, the likelihood of the crack reappearing is high. This means that the fix is only a stop-gap solution.
• Financial Considerations:Resorting to these temporary fixes should be part of a short-term strategy while you save up for a better solution. This could mean purchasing a replacement engine from a junkyard or a new one from a dealer.

Negotiation Tips

If you’re in the market and come across one of these 53 blocks, be prepared to negotiate. Factor in the potential cost of a permanent repair when discussing the price to avoid unexpected expenses later.

By understanding these temporary fixes and their limitations, you can make informed decisions to manage the issue while planning for a more permanent solution.

How can error codes be checked on a second-generation Cummins truck without professional diagnostic tools?

How to Check Error Codes on a Second-Generation Cummins Truck Without Specialty Tools

Checking error codes on a second-generation Cummins truck can be done easily without the need for professional diagnostic equipment. Follow these steps to access the error codes straight from your vehicle’s digital dashboard:

1. Turn the Ignition Key
   • Start by inserting your key into the ignition.
   • Turn it to the “on” position, but do not start the engine.
   • Repeat this process three times without engaging the starter.
2. Check the Digital Dashboard
   • After the third turn, look at the digital dash monitor.
   • If any error codes are present, they will appear directly on the display.
3. Understand the Codes
   • P01689: This indicates a lack of communication between the Electronic Control Module (ECM) and the Injection Pump Module.
   • P0216: This signals a malfunction in the Fuel Injection Pump Timing.
   • P0251: This denotes a Mechanical Failure in the Fuel Injection Pump.

Using this straightforward method, you can identify potential issues without incurring the cost of a professional scanner. Remember this key trick, and it might help you prevent future headaches and save money on diagnostics.

What are the different engine options available for the second-generation Cummins trucks from 1998.5 to 2002?

Leaving his VP44 and P-pump knowledge in the past, Kenneth Donkersgoed had Freedom Racing Engines piece together a stout 6.7L Cummins common-rail for his ’02 Dodge. The balanced and blueprinted power plant is graced with 9/16-inch main studs, Carrillo rods, Freedom’s fire-ringed Performance series head, 14mm head studs, and was topped off with the ’03-’05 marine valve cover that’s visible here.

But before Kenneth’s custom project took shape, the second-generation Cummins trucks (1998.5 to 2002) offered enthusiasts a choice of powerful engine options right from the factory. These trucks featured two primary engine configurations:

• Standard Output (SO) 24-Valve Engine: Equipped with automatic transmission, this engine delivered a solid 215 horsepower and 420 lb-ft of torque, perfect for those seeking reliability and performance in urban settings.
• High Output (HO) Engine: Paired with a six-speed manual transmission, this version ramped up the power to 235 horsepower and 460 lb-ft of torque. The HO models were engineered with higher compression and adjusted engine calibrations to meet the demands of more rigorous tasks.

These factory options laid the groundwork for further customization, allowing builders like Kenneth to push the limits of performance. The high-output models, in particular, provided a robust platform for those looking to achieve even greater feats on and off the road.

What technical features differentiate the engine options?

The HO engine features higher compression and modified engine calibration to enhance its horsepower and torque output.

How do the engine options vary based on transmission type?

The SO engine is paired with automatic transmissions, whereas the HO engine is available with a six-speed manual transmission.

What are the performance specifications of these engines?

The SO engine delivers 215 horsepower and 420 lb-ft of torque, while the HO engine offers 235 horsepower and 460 lb-ft of torque.

What engine options are available for the trucks?

The trucks come with either a Standard Output (SO) or a High Output (HO) engine.