Owner-reported complaints naming the fuel system system, filed with NHTSA
Data refreshed
Reports naming fuel storage or delivery — tanks, pumps, lines, injectors and fuel leaks. Every record below is an owner-reported complaint about the 2000 Dodge Ram 2500 submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 17 reports on file name it.
Complaints are reports submitted by owners and drivers to NHTSA. They are not verified and do not establish that a defect exists.
Shown in the owner’s own words, exactly as filed
DASH BOARD HAS DESINTEGRATED DUE TO FAULTY MATERIALS. DASH HAS BEEN COVERED SINCE ABOUT 2 WEEKS AFTER DATE OF PURCHASE WHICH WAS DEC 31ST 1999. TRUCK WAS ORDERED STRAIGHT FROM THE FACTORY AN I AM THE ONLY OWNER OF THE VEHICLE SINCE DAY 1. SET PAPERS ON DASH AND WHEN I PICKED THEM UP REALISED A SOFT SPOT IN THE DASH MAT. LIFTED MAT TO FIND LARGE HOLE IN DASH.
ALERT: DODGE RAM 2500 DIESEL LIFE THREATENING PROBLEM --- ON JULY 11, 2014, WHILE DRIVING ON U.S. ROUTE 77 IN NORTH CAROLINA I PASSED AN 18 WHEELER AT 70 MPH AND PULLED BACK INTO THE RIGHT LANE IN FRONT OF THE TRUCK WHEN, WITHOUT ANY WARNING WHATSOEVER, THE ENGINE JUST STOPPED. THE TRUCK I HAD JUST PASSED NEARLY JACKKNIFED AS THE TRUCKER APPLIED HIS BRAKES IN A PANIC MANEUVER TO AVOID ROLLING OVER ME FROM BEHIND. LUCKILY, HE MAINTAINED CONTROL, GOT AROUND ME, AND CONTINUED ON HIS WAY. I COASTED TO THE SIDE OF THE ROAD AND TRIED TO RESTART THE ENGINE BUT, ALTHOUGH IT WOULD CRANK, IT WOULD NOT START. I WAS FORCED TO WAIT AND THEN, AFTER A TIME, TRIED STARTING IT AGAIN. IT DID. I SLOWLY DROVE TO THE NEXT EXIT BUT NOT WITHOUT INCIDENT. AFTER GOING ONLY A FEW HUNDRED YARDS THE TRUCK BUCKED, HESITATED AND STOPPED AGAIN. AGAIN, I WAITED. THIS SCENARIO REPEATED ITSELF UNTIL I GOT TO SAFETY. COINCIDENT WITH THE ENGINE STOPPING THE POWER STEERING FAILED, THE ABS LIGHT CAME ON, IT APPEARED THE AIRBAG SYSTEM WAS INOPERATIVE AND ALL THE GAUGES IN THE INSTRUMENT CLUSTER STOPPED WORKING. EVENTUALLY, MY TRUCK WAS TOWED TO LAKE NORMAN DODGE. THERE, THE VERY HELPFUL ASSISTANT SERVICE MANAGER, TERRY, EVALUATED THE PROBLEM SAYING EITHER THE POWERTRAIN CONTROL MODULE OR THE INSTRUMENT CLUSTER WAS THE PROBLEM BUT HIS EXPERIENCE LED HIM TO TRY REPLACING THE COMPUTER FIRST. REPLACING THE PCM FIXED THE PROBLEM. THE INSTRUMENT CLUSTER RESUMED WORKING. AT LEAST TEMPORARILY. ON SEPTEMBER 16 2014, ON A LOCAL TRIP, THE TRUCK JUST STOPPED AGAIN. I WAS STRANDED ON A STATE ROAD. I USED MY PRIOR EXPERIENCE WITH WAITING, STARTING, DRIVING A LITTLE WAY AND HAVING THE ENGINE STOP AGAIN TO LIMP INTO A LOCAL REPAIR SHOP. EVENTUALLY, THEY TOWED IT TO SHELOR DODGE IN CHRISTIANSBURG, VA. WHERE IT CURRENTLY REMAINS, ... INOPERABLE. *TR
MY VEHICLE WAS STARTED AND ON PULLING OUT OF A PARKING LOT THE ENGINE SHUT DOWN AS THOUGH IT RAN OUT OF FUEL. THE TRUCK WAS TOWED INTO A SHOP AND DIAGNOSED WITH HAVING A FUEL TRANSFER PUMP FAILING WHICH IN TURN CAUSED THE INJECTION PUMP TO FAIL. THIS IS ON A DODGE WITH A CUMMINS DIESEL ENGINE. THE REPAIR SHOP QUOTED A PRICE TO REPAIR IT AND GAVE ME WHAT THEY DETERMINED TO BE WRONG. PRIOR TO AUTHORIZING ANY REPAIR CONTACT WAS MADE WITH THE CHRYSLER DEALER WHERE IT WAS PURCHASED WHO ALSO ADVISED THAT THIS HAD BEEN A KNOWN PROBLEM IN THE PAST THAT THEY HAD RUN INTO. THE REPAIR IS TO REMOVE THE TRANSFER PUMP AND PLACE A FUEL PUMP IN THE FUEL TANK AND REPLACE THE LINE TO THE INJECTION SYSTEM AND REPLACE THE INJECTION PUMP. ALL THIS WAS $4500 IN REPAIRS. IT SEEMS THAT IF CHRYSLER KNEW ABOUT THIS AND IN LATER YEARS CORRECTED WHY ARE THEY NOT NOW FORCED TO MAKE A RECALL ON THE OLDER MODELS AND/OR PAY FOR THE COST OF MY REPAIRS. *TR
AT 37,000 MILES TRUCK RUN OUT OF DIESEL WITH THE GAUGE READING 1/2 FULL WHILE DOING 70 MPH IN THE FAST LANE. COULD NOT GET OUT OF THE LANE OF TRAVEL. CAUSED A CRASH BEHIND TRUCK BUT TRUCK WAS NOT HIT. OTHER VEHICLES CRASH. *TR
DRIVING BEHIND AN 18 WHEELER ON US HWY 67 NORTH OF NEWPORT, AR. I ATTEMPTED TO PASS THIS VEHICAL. AFTER REACHING APPROX. 2/3 PAST THIS VEHICAL I LOST ALL POWER IN MY 2000 DODGE 2500 MODEL PICK UP 24 VALVE CUMMINS DIESEL WITH OUT ANY WARNING FROM ANY GAUGES THAT THERE WAS A PROBLEM WITH THE ENGINE. I HAD TO TAKE EMERGENCY ACTION NOT TO CAUSE A CRASH FROM ONCOMING TRAFFIC. I HAD MY TRUCK TOWED TO A GARAGE TO HAVE IT REPAIRED. AFTER INSPECTION I WAS TOLD THE FULE INJECTOR PUMP HAD FAILED AS A RESULT ON THE FULE LIFT PUMP FAILING CAUSING INSUFFICENT FULE PRESSURE TO THE INJECTOR PUMP. THERE IS NO LIGHT, GAUGE OR ANY OTHER DEVICE TO LET THE DRIVER KNOW THAT THERE IS A PROBLEM. THE ONLY NEW INJECTOR PUMP IS SUPPLIED BY DODGE AT VERY EXPENSIVE $3000.00 RANGE. THE ONLY OTHER OPTION IS TO PURCHASE A REMANUFACTURED PUMP IN THE $1,500.00 RANGE. I WAS TOLD BY ONE REMANUFACTURER THEY HAD REBUILT WELL OVER 6000 OF THESE PUMPS. AS IN MY CASE THIS SHOULD BE ADDRESSED AS A VERY DANGEROUS SITIUATION. THERE ARE AFTER MARKET PRESSURE SWITCHES TO PURCHASE WITH A WARNING LIGHT TO ALERT SOMEONE OF AN IMPENDING PROBLEM. I HAD ONE INSTALLED WHEN I HAD MY TRUCK REPAIRED. DODGE SHOULD REPLACE THE PUMP AND OR RE-IMBURSE THOSE WHO HAVE HAD THIS FAILURE OR INSTALL THE SIMPLE WARNING LIGHT FOR THOSE WHO HAVE NOT HAD THIS HAPPEN, YET. THERE WILL AND MAY HAVE BEEN DEATHS BECAUSE OF A SIMPLE WARNING LIGHT NOT BEING INSTALLED AT THE TIME OF MANUFACTURE.
2000 DODGE RAM 2500 FUEL INJECTOR PUMP QUIT AFTER DRIVING AT A NORMAL SPEED. I WAS OUT OF TOWN, ALMOST TWO HOURS FROM HOME AND IT JUST DIED ON ME. I HAD TO HAVE IT TOWED BACK HOME ($350 BUCKS TO GET IT HOME) AND WAS WITHOUT A VEHICLE FOR THREE WEEKS. I TRIED ALL OF THE LOCAL DEALERSHIPS TO SEE IF DODGE HAD KNOWLEDGE OF A ONGOING PROBLEMS WITH THE PUMPS, BUT NOBODY WOULD HELP. I LATER DISCOVERED THROUGH FRIENDS AND THE INTERNET THAT ALMOST EVERYONE HAS HAD TO REPLACE THE PUMP ON THEIR DODGE. THIS IS MY THIRD AND LAST DODGE TO EVER BUY. NO WONDER THE COMPANY IS DEAD LAST IN VEHICLE SALES AND SERVICE. *JB
THE VEHICLE, A 2000 DODGE RAM 2500 24 VALVE TURBO CUMMINS 5.7 LITER DIESEL PICKUP TRUCK, SUDDENLY STALLED AND THE ENGINE SHUT DOWN COMPLETELY WHILE THE VEHICLE WAS IN MOTION ON A STATE HIGHWAY TRAVELING AT APPROXIMATELY 65 MPH. THE VEHICLE, WHICH HAS POWER STEERING AND POWER BRAKES WAS DIFFICULT AND DANGEROUS TO STOP. ULTIMATELY THE VEHICLE WAS TOWED TO THE DEALERSHIP WHERE IT WAS DETERMINED THAT A FUEL LIFT PUMP AND PRIMARY INJECTION PUMP FAILED. THE PRIMARY INJECTION PUMP, A BOSCH MOD. VP44, RELIES ON FUEL FOR LUBRICATION. THE FUEL LIFT PUMP, WHICH IS PLACED FORWARD OF THE FUEL TANK SEVERAL FEET, IS POORLY DESIGNED. THE DESIGN REQUIRES TO PUMP TO BOTH SUCK AND PUMP, ULTIMATELY OVERWORKING ITSELF. IN A VERY SHORT TIME, THE PUMP BECOMES OVER-STRESSED AND FAILS. FAILURE OF THE FUEL LIFT PUMP CAUSES IMMEDIATE LOSS OF LUBRICATION TO THE PRIMARY INJECTION PUMP, DESTROYING THE UNIT. THE VEHICLE WAS ULTIMATELY REPAIRED AT THE DEALERSHIP WITH PARTS PURCHASED INDEPENDENTLY. THE DEALERSHIP QUOTED A BOSCH FACTORY REMANUFACTURED REPLACEMENT PUMP AT $2,600. A REPLACEMENT BOSCH VP44 PUMP, REMANUFACTURED BY THE BOSCH FACTORY, WAS PURCHASED FROM A LOCAL DIESEL SPECIALTY STORE FOR $1,100, MORE THAN $1,500 LESS THAN IF PURCHASED FROM THE DEALER. A NEW LIFT PUMP WAS INSTALLED AND THE NEW INJECTION PUMP WAS INSTALLED FOR A TOTAL COST OF $2,300, BEFORE TOWING, WHICH WAS AN ADDITIONAL $250. IN SPEAKING A TECHNICIAN AT THE LOCAL DIESEL SHOP, HE INDICATED THAT CUMMINS AND DODGE HAVE SINCE CHANGED THE POSITION OF THE LIFT PUMP IN THE NEW MODEL TRUCKS, BUT THAT THE PROBLEM IS PERSISTENT IN MODEL YEARS 1998-2002. INDIVIDUALS TRUCK OWNERS HAVE FOUND A WORK-AROUND THAT ELIMINATES THE PROBLEM. THAT WORK AROUND IS TO PLACE THE FUEL LIFT PUMP EITHER IN THE FUEL TANK, OR, NEXT TO AND BELOW THE FUEL TANK. THIS WORK AROUND, WHILE NOT ACKNOWLEDGED BY DODGE, WAS ALSO SUGGESTED BY THE DODGE MECHANICS AT THE DEALERSHIP. THEY ACKNOWLEDGED THAT THE PLACEMENT OF THE FUEL LIFT PUMP IS A PROBLEM. *NM
DT*: THE CONTACT STATED THE VEHICLE FAILED TO ACCELERATE AND THE CHECK ENGINE LIGHT ILLUMINATED. WHILE DRIVING 50 MPH THE ENGINE STALLED. UPON INSPECTION THE DEALERSHIP DETERMINED THE FUEL INJECTION PUMP NEEDED REPLACED. THE FUEL INJECTION PUMP WAS REPLACED THREE TIMES AT APPROXIMATELY EVERY 45,000 MILES.
AT APPROXIMATELY 14 MILES NORTH OF TOWN ON A REMOTE STRETCH OF MOUNTAIN ROADWAY THE 2000 DODGE/CUMMINS RAM 2500; WITH ONLY 57,000 MILES, SHUT DOWN AS IF I HAD TURNED OFF THE KEY. I KNOW SEVERAL DODGE/CUMMINS TRUCK OWNERS AND MANY HAVE HAD EXPERIENCES WITH THE FUEL INJECTOR PUMPS GOING BAD ON LOW MILEAGE, LATE MODEL TRUCKS. ENDED UP HAVING THE VEHICLE TOWED. TWO DAYS LATER PUT THE TRUCK ON THE FERRY HEADED BACK TO JUNEAU. I MADE CONTACT WITH DAIMLER/CHRYSLER CORPORATION CUSTOMER ASSISTANCE. I DESCRIBED THE ABOVE INCIDENT. I ALSO STATED THAT I WAS AWARE OF THE ONGOING PROBLEMS AND NUMEROUS FAILURES WITH THE DODGE/CUMMINS FUEL INJECTION PUMPS. DAIMLER/CHRYSLER STATED THAT THE VEHICLES WARRANTY PERIOD HAD EXPIRED BUT THAT THE COMPANY WOULD ENTERTAIN THE PROSPECT OF ASSISTING ME WITH THE REPAIR SINCE THE MILEAGE WAS SO LOW AND ACKNOWLEDGE THAT THE CORPORATION WAS AWARE OF THE FUEL INJECTION PUMP PROBLEMS. DAIMLER/CHRYSLER TOLD ME TO GET A DIAGNOSIS FROM A DODGE DEALERSHIP BEFORE THEY WOULD PROCEED WITH ANY ASSISTANCE. I PROMPTLY DELIVERED THE TRUCK TO THE DEALERSHIP THAT MORNING. I HAD TO SIGN AN AGREEMENT FOR A MINIMUM OF 1 HOUR LABOR AT $100.00/HR. THEY CONFIRMED MY DIAGNOSIS OF THE FUEL INJECTION PUMP AND QUOTED $2700.00 FOR THE REPAIR. I CALLED THE NEXT MORNING AND RELAYED THIS INFORMATION TO DAIMLER/CHRYSLER. THEY STATED THEY WOULD CONTACT THE DEALERSHIP AND GET BACK IN TOUCH WITH ME. DAIMLER/CHRYSLER HAS NOT MADE ANY ATTEMPT TO CONTACT ME. *NM
TWICE NOW, I HAVE BEEN DRIVING THIS TRUCK WHEN MY ENGINE SUDDENLY STALLED. 1. OCT. 2001 - WHILE DRIVING ON A MOUNTAIN ROAD (APPROXIMATELY 12% GRADE), THE ENGINE SUDDENLY STALLED. I WAS ABLE TO STOP USING THE EMERGENCY BRAKE. THIS OCCURRED ON A NARROW MOUNTAIN ROAD, IN HEAVY TRAFFIC. I DIRECTED TRAFFIC AROUND ME, AND THEN ATTEMPTED TO RESTART THE ENGINE. FORTUNATELY, IT STARTED, AND I DROVE IT TO THE DEALER. THE LIFT PUMP WAS REPLACED. (PART NUMBER 5015723AC PUMP) THE ODOMETER READ 33,329. I WAS ADVISED BY THE DEALERSHIP TO KEEP THE FUEL TANK AT LEAST HALF FULL. AT THE TIME OF THE FUEL PUMP FAILURE, THE TANK WAS OVER HALF FULL. 2. MAY 2005 '' I WAS ON A MOUNTAIN ROAD, GOING DOWNHILL. AFTER STOPPING AT A SIGNAL, WHEN I STARTED TO ACCELERATE, THE ENGINE WAS DEAD. AGAIN, THIS OCCURED IN HEAVY TRAFFIC. THIS TIME I HAD TO BE TOWED TO THE DEALER. ''CONFIRM COMPLAINT NO LIFT PUMP PRESSURE REPLACE D LIFT PUMP ENGINE STARTS BUT SETS CODE FOR INTERNAL SHORT IN INJECTION PUMP CAUSED BY FUEL STARVATION FROM LIFT PUMP REMOVE INJECTION PUMP AND REPLACE BLEED SYSTEM AND ROAD TEST.'' PART NUMBER 5080885AA-FUEL LINE BANJO PART NUMBER R5013925AA PUMP - FUEL INJECTION MILEAGE 84,754 '' THE FUEL TANK WAS THREE-QUARTERS FULL. THIS IS A SERIOUS SAFETY ISSUE. IF I WAS TRAVELING AT FREEWAY SPEED WHEN THESE FAILURES OCCURRED, THE CONSEQUENCES MIGHT HAVE BEEN SERIOUS '' FOR MYSELF AND OTHERS CLOSE BY.
DODGE DIESEL PICKUP 2000 FUEL INJECTOR PUMP FAILURE IN 2/2004, NOW 6/2005 FUEL INJECTOR HAS FAILED AGAIN, DODGE REFUSES TO REPLACE, WE FOUND OUT THESE ARE GOING BAD ABOUT EVERY 15000 TO 20000 MILES ON ALL YEAR MODELS 2000,2001,2002 ADMITTED BY DEALERSHIPS AND MECHANICS ALIKE.
LIFT PUMP FAILED ON MY 2000 DODGE RAM 5.9 CUMMINS ENGINE ONLY 1500 MILES AFTER THE WARRANTY LAPSED (HAPPENED AT 101,500). SINCE THE TIMEFRAME WAS SO CLOSE, WOULD LIKE TO SEE IF I CAN RECOUP SOME $$$ FOR THE PARTS, I MEAN C'MON, $2800 (LESS $800 CORE CHARGE) FOR THIS PART, AND SO CLOSE TO AFTER THE WARRANTY EXPIRED ? HAVE TALKED TO OTHER OWNERS OF TRUCKS LIKE MINE, VIA THE INTERNET, IN PERSON ETC., AND WAS REFERRED TO THIS SITE. IS THERE OR HAS THERE BEEN ANY ATTEMPTS MADE TO RECALL THIS PART ? ANYWAY, LUCKY FOR ME, IT FAILED LESS THAN 2 MILES FROM HOME, BUT WHAT IF I HAD BEEN ON A TRIP HUNDREDS OF MILES FROM HOME, OR RIGHT IN THE MIDDLE OF FREEWAY TRAFFIC ? THANKS FOR READING, WILL BE MORE THAN HAPPY TO REPLY TO ANY FURTHER CORRESPONDENCE.*AK
REPLACED TRANSFER PUMP FUEL, $3,400.00 AT DODGE DEALERSHIP IN BLYTHE CALIF. I HAVE OWNED 3 DODGE DIESELS IN THE 2000 AND EVERY ONE HAD THE INJECTOR PUMP FAILURE, HOWEVER, MOST OCCURTED B4 WARRENY WAS UP AND WERE REPLACED. MY TRUCK AND 130K MILES AND IS NOT UNDER WARRENTY
WHILE DRIVING 60 MPH ENGINE REDUCED SPEED TO AN IDLE. COULD NOT GET THE VEHICLE TO ACCELERATE ABOVE 5 MPH. VEHICLE WAS TOWED TO THE DEALER, WHO REPLACED THE FUEL INJECTION/LIFT PUMP FOR THE SECOND TIME WITHIN 64,000 MILES OF WEAR.*AK
WHEN DRIVING, VEHICLE WILL TEND TO TRY TO MOVE OVER TO THE SIDE WITHOUT CONSUMER TURNING VEHICLE. CONTACTED DEALER.*AK CONSUMER STATES VEHICLE GETS POOR GAS MILEAGE. TRANSMISSION DOES NOT SHIFT CORRECTLY. BRAKES GRAB, PULL, AND LOCK UP. CONSUMER STATES WHILE DRIVING AT SPEEDS ABOVE 55 MPH AND HITTING A BUMP, IT WILL THROW THE VEHICLE TO THE SIDE. *JB
CONSUMER HAS BEEN HAVING A PROBLEM WITH VEHICLE SINCE 3 DAYS AFTER PURCHASING IT. VEHICLE WILL START UP, BUT CUTS OFF WHEN IN REVERSE. DEALER WAS SUPPOSE TO BE FIXING IT. THEY SAID FUEL WAS BAD DURING WINTER. COMPUTER IN ENGINE WILL NOT ALLOW ENOUGH FUEL TO KEEP ENGINE RUNNING.*AK THE DEALER TRIED TO REPLACE THE COMPUTER, BUT WHEN THE PROBLEM GOT WORSE, HE PUT BACK IN THE ORIGINAL COMPUTER. THE CONSUMER STATES THAT THIS PROBLEM IS A MAJOR SAFETY ISSUE SINCE THE EXTREME TEMPERATURES ARE LIFE THREATNING IF THE VEHCILE STOPS RUNING SUDDENLY. *YH
WHILE DRIVING TRUCK PULLS BADLY TO RIGHT. DEALER TOLD CONSUMER IT WOULD STRAIGHTEN UP. CONSUMER STATES THERE SUPPOSE TO BE A RECALL ON VEHICLE.*AK THE RIGHT FRONT WHEEL ASSEMBLY FELL OFF DUE TO WELD FAILURE. THE VEHICLES SURGES FORWARD RANDOMLY. THERE WAS SMELL OF FUEL INSIDE THE CAB WHEN WINDOWS ARE UP. THE STEERING BOX HAD FAILED AND REPLACED. TIE RODS AND MOTOR COMPARTMENT SEAL FAILED. THE CUSTOMER HAD RETURNED THE TRUCK TO THE DEALER BECAUSE OF NUMEROUS PROBLEMS. *YH
Higher-selling and older vehicles accumulate more reports. Counts are not failure rates and are not directly comparable between vehicles that sold in very different numbers.
Categories with enough reports to have a page of their own
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