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 2002 Dodge Ram 2500 submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 24 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
DRIVING DOWN THE ROAD WONT ACCELATE THEN LOOSE POWER , THEN AFEW A FEW MINUTES DRIVES GREAT THEN NEVER KNOW WHEN IT WILL NOT ACCELATE DRANGE LOSING POWER LIKE THAT
WHILE ACCELERATING THE TRUCK START THE DECELERATE AND REACCELERATE MULTIPLE TIMES WITHIN A 2-3 SECOND TIME PERIOD AND THE CHECK ENGINE LIGHT CAME ON FOR LARGE EVAP LEAK. THIS ISSUE HAPPENED A NUMBER OF TIMES THROUGHOUT A COUPLE WEEK TIME PERIOD. WHEN I BROUGHT IT TO THE DEALER THEY SAID THERE WAS DEBRIS IN THE TANK THAT COULD HAVE CLOGGED THE LINES, FLUSHED OUT THE LINES AND CONTINUED ON. THE ISSUE HAPPENED AGAIN A COUPLE OF WEEKS LATER AND CONTINUED FOR WEEKS. I BROUGHT IT BACK TO THE DEALER THEY SAID THE PUMP WAS BAD AND NEEDS TO BE REPLACE, REPLACED PUMP CONTINUE ON. AFTER ABOUT 8 MONTHS THE ISSUE CAME BACK AND CHECK ENGINE LIGHT CAME BACK ON FOR LARGE EVAP LEAK. HAD SYSTEM CHECK FOR LEAKS AND FOUND NONE. THE ISSUE STILL CONTINUE MONTHS LATER A RANDOM INTERVALS. LUCKILY THE ACCELERATION ISSUE HAS BEEN MOSTLY WHEN I WAS ACCELERATING FROM LOW SPEEDS AND FROM STOP LIGHTS. IF I HAD THIS ISSUE WHEN TRYING GET A CROSS A BUSY INTERSECTING I COULD BE KILLER. *TR
TL* THE CONTACT OWNS A 2002 DODGE RAM 2500. THE CONTACT STATED THAT THE DASH BOARD WAS CRACKED AND WAS STARTING TO COLLAPSE. ALSO, THE CONTACT MENTIONED THAT THE LEFT FUEL PUMP WOULD INTERMITTENTLY FAIL AND CAUSE THE VEHICLE TO INDEPENDENTLY DECELERATE. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE TECHNICIAN DIAGNOSED THAT THE DASH BOARD, FUEL TANK AND INJECTOR PUMP NEEDED TO BE REPLACED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 70,000 AND THE CURRENT MILEAGE WAS 92,000.
WHO DECIDED THAT THIS STOCK LIFT PUMP WAS OK? WHO PICKED THE REPLACEMENT LIFT PUMP? DODGE SAYS CUMMINS, CUMMINS SAYS DODGE. WELL THIS LITTLE $120 POS LIFT PUMP (BOTH STOCK, AND REPLACEMENTS) IS KNOWN TO KILL THE $1,000 INJECTOR PUMP. WHY NOT JUST STEP UP AND PUT AN AIR DOG, FASS OR THE LIKE PUMP ON THE DANG TRUCK? IT IS A FEW HUNDRED DOLLARS MORE BUT NO LIFT PUMP OR INJECTOR PUMP WILL EVER NEED TO BE REPLACED. I GUESS IT LOOKS LIKE I JUST ANSWERED MY OWN QUESTION. TO MAKE A PRODUCT THAT HAS NO KNOWN ISSUES WON'T MAKE MONEY. IF THE LIFT PUMP GOES OUT IT WEAKENS THE INJECTOR PUMP. I TAKE MY DODGE TO THE DODGE HOUSE; THEY CHARGE ME TO REPLACE MY LIFT PUMP. LATER ON MY INJECTOR PUMP FAILS, THEY CHARGE ME TO REPLACE MY INJECTOR PUMP. AND THE CYCLE CONTINUES TILL I GET SMART AND PUT AN AFTERMARKET FASS PUMP ON AND DRIVE THE TRUCK 1,000,000 MILES WITH NO FUEL DELIVERY ISSUES. LIFT PUMPS ARE THE NUMBER ONE FAILURE IN ANY STREET DRIVEN DIESEL TRUCK. THE CHEVY 6.5, DURAMAX, FORD INTERNATIONAL AND DODGE CUMMINS ALL HAVE WEEK STOCK AND STOCK REPLACEMENT LIFT PUMPS THAT WILL FAIL. WHEN THEY FAIL YOU HURT YOUR INJECTOR PUMP CAUSING IT TO FAIL. BEFORE YOU PUT ANY MILES ON YOUR DIESEL TRUCK, REPLACE THE LIFT PUMP WITH A AFTERMARKET REPLACEMENT PUMP. FASS, OR AIR DOG IT!!! *TR
TL* THE CONTACT OWNS A 2002 DODGE RAM 2500. THE CONTACT STATED THAT WHILE ATTEMPTING TO PARK, HE APPLIED THE BRAKES BUT THE VEHICLE WOULD NOT STOP. A CLICKING NOISE WAS HEARD AND THE VEHICLE EVENTUALLY STOPPED. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHERE THEY NOTICED THAT THE FRONT SUSPENSION WAS DAMAGED. THE FRONT SUSPENSION SYSTEM WAS REPLACED BY THE DEALER. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND INFORMED THE CONTACT THAT THE VEHICLE WAS NO LONGER UNDER WARRANTY. THE FAILURE MILEAGE WAS 64,000. UPDATED 08/15/11 *BF THE CONSUMER STATED HE HAD NO POWER FOR APPROXIMATELY TWO TO THREE MILES. A DIAGNOSIS REVEALED THE LEFT FRONT BEARING HUB AND ANTI-LOCK SPEED SENSOR WERE BAD AND NEEDED TO BE REPLACED. ALSO, THE TURBO CHARGER WAS BROKEN AND THE FUEL INJECTION PUMP WAS BAD. UPDATED 05/03/12
TL* THE CONTACT OWNS A 2002 DODGE RAM 2500. THE CONTACT STATED THAT THE FUEL RETURN LINE FROM THE INJECTOR PUMP WAS CRACKED AT THE FITTING LOCATION. AS A RESULT, FUEL WAS LEAKING FROM THE VEHICLE AND IT WOULD NOT START. THE VEHICLE WAS NOT TAKEN TO HAVE THE FAILURE DIAGNOSED. THE CONTACT REPAIRED THE VEHICLE HIMSELF. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 271,500. UPDATED 09/27/11 *BF UPDATED 09/30/11
I OWN A 2002 DODGE RAM P U, CUMMINS DIESEL, AND MANUAL TRANS.. AND HAVE REPLACED THE TPU " THROTTLE POSITIONING UNIT" (SENSOR) 3 TIMES NOW, @ A COST OF OVER 700.00 EACH TIME. NOT ONLY IS THIS AN EXPENSIVE REPAIR, BUT A POTENTIALLY AND VERY DANGEROUS DEFECT IN THESE TRUCKS. WHAT OCCURS IS A FLUCTUATION , AND THE ABILITY TO CONTROL THE ACCELERATOR WITH THE PEDAL, FROM A FLUCTUATING ABILITY, TO AN ALL OUT LOSS OF POWER WHATSOEVER... THE ENGINE WILL ACCELERATE, AND THE IDLE WILL RISE CREATING A DANGEROUS SITUATION, THEN EVENTUALLY THE ENGINE WILL NOT RESPOND AT ALL TO THE PEDAL... I USE MY PICKUP TO HAUL AND TOW MANY DIFFERENT TRAILERS, INCLUDING OUR 40 FT. 5TH WHEEL, AND HAVE HAD SEVERAL CLOSE CALLS WHEN I LOOSE POWER ALTOGETHER. THERE NEEDS TO BE A RECALL ON THIS UNIT... SENSOR, AS IT IS NOT ONLY EXPENSIVE, IT IS MORE IMPORTANTLY VERY DANGEROUS. *TR
2002 DODGE RAM 2500 CUMMINS DIESEL LIFT PUMP FAILURE AFTER DEALER INSTALLED IN TANK FUEL MODULE THIS IS THE 3RD INJECTION PUMP SINCE PURCHASING THIS VEHICLE, (INCREDIBLE) OVER $1200.00 EACH FAILURE CHRYSLER DID PAY 800.00 TOWARD REPAIR OF THIS VEHICLE. WHY THE GOVERNMENT DOES NOT STEP UP AND FORCE DODGE TO RECTIFY THESE SITUATIONS IS BEYOND ME, TO BUSY CHASING THE TOYOTAS OF THE WORLD, IN ORDER FOR THE GOVERNMENT OWNED GM,DODGE, TO CATCH UP IN SALES (ABSOLUTELY AMAZING) BUT HEY BUY AMERICAN HUH. *TR
ON 1998.5 - 2002 DODGE RAM PICK UP WITH THE 5.9 CUMMINS DIESEL THERE IS A REAL PROBLEM WITH VP-44 INJECTION PUMP FAILURES. SEVERAL VP RE BUILDERS LAY THE PROBLEM TO HEAT FAILURE & VIBRATION DUE TO SOLDER JOINTS CRYSTALLIZING. THESE PUMPS ARE NOT CHEAP & THE PROBLEM WAS SO BAD THAT FED X FORCED BOSCH THE MANUFACTURE OF THESE PUMPS TO DO SOMETHING ABOUT IT. NOT EVERYONE HAS THE MONEY TO REPLACE ONE OF THESE PUMPS. YOU NEVER KNOW WHEN ONE OF THESE PUMPS ARE GOING TO FAIL. IF YOU ARE ON THE HIGHWAY OR IN AN INTERSECTION & IT WOULD FAIL TAT THEN BECOMES A TRAFFIC HAZARD. I HAD ON GO BAD 9/17/2004 & NOW I HAVE ANOTHER GOING BAD NOW. THEY COST AROUND $2500.00 TO $3000.00 TO REPLACE. *TR
TL*THE CONTACT OWNS A 2002 DODGE RAM 2500. WHILE DRIVING 68 MPH THE VEHICLE STALLED. HE WAS ABLE TO SLOW DOWN AND DRIVE ONTO THE EMERGENCY LANE. THE VEHICLE WAS TAKEN TO THE DEALER AND THE DIESEL INJECTION PUMP WAS REPAIRED UNDER THE WARRANTY. THE FAILURE RECURRED AND THE DEALER ONLY PAID HALF OF THE COST TO REPLACE THE INJECTION PUMP. THE MANUFACTURER WAS CONTACTED ON BOTH INCIDENTS AND THEY PAID HALF OF THE 2ND REPAIR. THE FAILURE MILEAGE WAS 61,000. THE CURRENT MILEAGE WAS 94,000.
TL*THE CONTACT OWNS A 2002 DODGE RAM 2500. THE CONTACT EXPERIENCED ISSUES WITH THE 6-SPEED MANUAL TRANSMISSION IN HIS VEHICLE. THE CLUTCH WOULD FAIL WHILE DRIVING AT VARIOUS SPEEDS. IN ADDITION, THE GEARS WOULD SLIP AS IF THE CLUTCH WERE DEPRESSED AND THE CONTACT SMELLED A BURNING ODOR WHILE DRIVING IN REVERSE. HE TOOK THE VEHICLE TO MULTIPLE DEALERS MORE THAN TEN TIMES. ONE OF THE DEALERS INSTALLED A NEW CLUTCH, BUT IT FAILED 10,000 MILES LATER. AT APPROXIMATELY 34,000 MILES, THE DEALER REPAIRED THE CLUTCH AGAIN; HOWEVER, THE ISSUE RECURRED. THE MANUFACTURER OFFERED NO ASSISTANCE. THE CURRENT MILEAGE WAS APPROXIMATELY 37,000 AND FAILURE MILEAGE WAS APPROXIMATELY 500. UPDATED 1/5/09 *CN THE CONSUMER ALSO STATED WHEN BACKING UP HIS TRAILER THERE WAS A BURNING SMELL COMING FROM THE CLUTCH AREA. A TRANSMISSION SHOP EXAMINED THE CLUTCH AND PRESSURE PLATED AND DISCOVERED THE CLUTCH WAS WORN AND THE PRESSURE PLATE HAD HEAT MARKS FROM CLUTCH SLIPPAGE. THE MECHANIC ALSO STATED THE PRESSURE PLATE APPEARED MUCH OLDER THAN THE CLUTCH ITSELF BECAUSE OF THE LARGE STRANDS OF FIBER STUCK IN THE COVER THAT APPEARED TO BE FROM THE PREVIOUS CLUTCH THAT CAME APART. THE ENGINE LIGHT HAD ILLUMINATED. IT WAS DETERMINED THAT THE FUEL INJECTION PUMP NEEDED TO BE REPLACED. UPDATED 1/09/09. *JB
TL*THE CONTACT OWNS A 2002 DODGE RAM 2500. IN MAY OF 2005, THE CONTACT HAD TO REPLACE THE FUEL INJECTION PUMP. THREE YEARS LATER, THE SAME COMPONENT FAILED AGAIN. THE MANUFACTURER STATED THAT THE WARRANTY EXPIRED AND THE CONTACT WOULD BE RESPONSIBLE FOR THE $1,500 REPAIR COST. THE VEHICLE HAS NOT BEEN REPAIRED. HE FILED A COMPLAINT WITH THE MANUFACTURER. THE FAILURE MILEAGE WAS 91,000 AND CURRENT MILEAGE WAS 170,000. UPDATED 08/04/08 *BF UPDATED 08/07/08
TL*THE CONTACT OWNS A 2002 DODGE RAM 2500. WHILE DRIVING BETWEEN 50-55 MPH, THE VEHICLE LOSES POWER AND DECELERATES. THE DEALER STATED THAT THE INJECTION PUMP TIMING WAS FAILING, WHICH AFFECTS THE TRANSFER PUMP. AS A RESULT, GASOLINE IS NOT BEING PUMPED; THEREFORE, THE VEHICLE STOPS AND CONTINUES TO LOSE POWER. THE CURRENT MILEAGE WAS 78,071 AND FAILURE MILEAGE WAS 75,000. UPDATED 06/17/08. *LJ THE FUEL INJECTION PUMP AND TRANSFER PUMP WAS REPLACED. UPDATED 06/16/08
TL*THE CONTACT OWNS A 2002 DODGE RAM 250. WHILE DRIVING BETWEEN 20-80 MPH, THE VEHICLE LOST POWER. THE SPEED REDUCED IN HALF AND THE FAILURE ONLY OCCURRED WHEN ATTEMPTING TO ACCELERATE. THE POWER STEERING AND BRAKES REMAINED OPERABLE. THERE WERE NO WARNING INDICATORS PRIOR TO THE FAILURE. THE DEALER STATED THAT THE FUEL INJECTOR AND TRANSFER PUMP FAILED. NO REPAIRS WERE MADE. THE FAILURE MILEAGE WAS 98,000 AND CURRENT MILEAGE WAS 104,000. UPDATED 02-14-08 *BF THE CONSUMER STATED THE REAPIR WAS COMPLETED. UPDATED
TL*THE CONTACT OWNS A 2002 DODGE RAM 2500. THE CONTACT STATED THAT THE CLUTCH LOCKED UP AND THE VEHICLE WAS INOPERABLE. WHILE DRIVING 55 MPH, IT SEEMS AS IF THE CLUTCH RELEASES AND THE RPMS INCREASE BEFORE THE VEHICLE BEGINS TO DRIVE NORMALLY. THE CONTACT TOOK THE VEHICLE TO A DEALER APPROXIMATELY TWELVE TIMES, BUT THEY CAN NEVER DUPLICATE THE FAILURE. THE CLUTCH HAS BEEN REPLACED TWICE. THE FAILURE OCCURS INTERMITTENTLY. THE CURRENT MILEAGE WAS 35,000 AND FAILURE MILEAGE WAS 500. UPDATED 01/24/08 *BF THE DEALER STATED WIRING PLUG FUSE BLOWN, ALARM WILL GO OFF WITH KEY IN IGNITION OR NOT, PDC COVER BROKEN, DIFFICULT TO START IN COLD WEATHER, NOTICED A BURNING SMELL, AND FUEL INJECTION. UPDATED 01/24/08 *TR
HAVE HAD NOTHING BUT TROUBLE WITH MY 02 RAM 2500 TRUCK. REAR BRAKE PADS HAD NOTHING BUT RUST HOLDING THE PADS IN PLACE, HAD THE TURBO AND FUEL PUMP REPLACED, U-JOINTS AND YOKE ON 4WD SHAFT WORN OUT AND HANGER BEARING ON REAR DRIVE SHAFT WORN OUT AT ABOUT 70,000MI, TAIL GATE CABLE BROKE AFTER ONLY TWO YEARS, WHEN CLICKING FROM HIGH BEAM TO LOW BEAM OCCASIONALLY ALL LIGHTS GO OUT, CANNOT USE HEATED MIRRORS BECAUSE THEY WILL BLOW A FUSE AND I WON'T HAVE ANY HEAT, AND NOW ALL BALL JOINTS AND TIE ROD ENDS ARE WORN AND NEED REPLACED. I BOUGHT THIS TRUCK NEW WITH ONLY 75 MILES ON IT, WHEN I HAD THE FUEL PUMP AND TURBO REPLACED AT AROUND 78,000 MILES, MY MILEAGE INCREASED FROM ABOUT 350 MILES PER TANK TO ABOUT 550 MILES PER TANK OF FUEL. HIGHWAY DRIVING IS MUCH HIGHER MPG. FUEL GAGE NO LONGER WORKS, EMPTY AT HALF TANK OF FUEL NOW. WAS QUARTER TANK AND EMPTY. I'M SURE THE TRANSMISSION WILL BE NEXT, I'VE BEEN PUTTING SPECIAL FLUID ADDITIVE IN THAT, THIS SEEMS TO HELP WITH SMOOTHNESS OF SHIFTING AND POWER. NEVER EVER WILL I WASTE MY MONEY ON A VEHICLE MADE BY THE "BIG THREE" AGAIN. THERE IS A GOOD REASON WHY TOYOTA IS TAKING OVER THE MARKET.*TR
FOUND FUEL LINE LOCK CLIP ROTTED AND HALF WAS GONE. THIS CLIP LOCKS THE FONT AND REAR FUEL LINES TOGETHER AT THE O RING SEALED DISCONNECT. (FROM THE ENGINE FUEL RAIL HALF TO THE TANK HALF OF THE FUEL LINE).NOTE: 2003 DODGE'S USE A STAINLESS CLIP. THE ONE ON THIS 2002 COULDN'T HAVE BEEN MADE OUT OF STAINLESS. THIS 2002 PICK UP HAS ONLY 7,000 MILES ON IT. THIS FAILURE COULD HAVE STARTED A GASOLINE FIRE. ORDERED A NEW CLIP FROM DODGE DEALER. DON'T HAVE MUCH OF THE OLD PART BUT CAN TRY TO GET SOME PICTURES AND SALVAGE WHAT'S LEFT. *JB
CONSUMER CONCERNED ABOUT THE 2002 2500 DODGE RAM ENGINE. *TS THE CONSUMER STATED THERE IS A PROBLEM WITH THE FUEL INJECTION PUMP AND THE FUEL LIFT PUMP. THEY ARE COVERED BY WARRANTY UP TO 100,000 MILES, BUT AFTER THAT, THE PUMP COULD COST AROUND $2500 TO $3000 DOLLARS TO REPLACE. THE FUEL INJECTION PUMP AND THE FUEL LIFT PUMP HAVE ALREADY BEEN REPLACED ON THE CONSUMERS VEHICLE. *JB
2002 DODGE 2500 HAS PROBLEMS WITH THE DIESEL FLOW FUEL PROBLEM. *TS SINCE 48,500 MILES THE ENGINE PERIODICALLY LOSES POWER AND DROPS TO 1500 RPM'S. THIS FAILURE MOSTLY OCCURS WITH A LOAD ON BOARD AND WHEN IN TRAFFIC. THE ENGINE REGAINS FULL POWER WITHIN 2-5 MILES. A COMPUTER SCAN AT A LOCAL REPAIR FACILITY INDICATED A POSSIBLE PROBLEM IN THE INJECTOR TIMING CIRCUIT OR IN THE PUMP SYSTEM. *NM
DT: 2002 DODGE RAM 2500 HD QUAD CAB 4 WHEEL DRIVE SLT. THE TRUCK HAS BEEN IN THE REPAIR SHOP AT LEAST 15 TIMES FOR NOT HAVING ANY POWER. THIS HAPPENED MAINLY WHEN TOWING A TRAILER. PRIOR TO PURCHASING THE TRUCK THE DEALER REPLACED THE FUEL INJECTION PUMP AND FUEL PUMP. THEY HAVE BEEN REPLACED 3 TIMES LAST YEAR. THE DEALER SAID THAT TRANSMISSION WAS NOT PROGRAMMED FOR THE SIZE TIRES THAT WERE ON THE VEHICLE. ALSO, TURBO- CHARGER WAS BAD, AND THEY REPLACED IT, BUT, IT DID NOT WORK. TOOK BACK VEHICLE O DEALER, AND THEY REPLACED ALL PARTS AGAIN. THE LAST TIME THAT CONSUMER TOOK VEHICLE TO DEALER, THE DEALER STATED THERE WAS NOTHING ELSE TO BE DONE. THIS VEHICLE HAS A 5.9 LITER HO CUMMINGS ENGINE, TURBO DIESEL, MANUAL TRANSMISSION. THE TRUCK HAS NO POWER WHEN PULLING A TRAILER.*AK
I RECENTLY EXPERIENCED THIS WHILE I DRIVING WITH TRAILER IN TOW AND HAD LOSS OF POWER. BEING FOLLOWED BY TRAFFIC I WAS UNABLE TO ACCELERATE UP THE HILL. I HAVE ALSO EXPERIENCED PROBLEMS WHEN TURNING INTO TRAFFIC THE LOSS OF POWER AND UNABLE TO ACCELERATE HAS CAUSED OTHER DRIVERS TO PERFORM DRASTIC BRAKING AND MANEUVERING TO AVOID COLLISIONS. WHAT HAPPENS IS THE ENGINE DOES NOT RESPOND TO THE FUEL PEDAL INPUT. I HAVE CHECKED THE CODES ON THE DODGE RAM 2500 EQUIPPED WITH THE 5.9L CUMMINS TURBO DIESEL AND HAVE FOUND A P0216 CODE INDICATING THE BOSCH VP44 INJECTION PUMP IS NOT COMMUNICATING WITH THE ECM. THERE APPEARS TO BE A DEFECT IN THE VP44 COMPUTER TALKING WITH THE ECM. THIS WAS NOT THE FIRST TIME THE "DEAD PEDAL" ISSUE OCCURRED. THIS FIRST STARTED AROUND 36000 MILES AFTER A LONG HIGHWAY TRIP COMING TO A STOP AFTER WHICH THE ENGINE STAYED AT IDLE AND WOULD NOT ACCELERATE. CURRENTLY IT HAS BECOME MORE CONSISTENT. I HAVE NOTICED THAT THIS OCCURS WHEN THE WEATHER CHANGES DRASTICALLY OR THE ENGINE HAS BEEN WORKED AND IS HOT. I AM STARTING TO BELIEVE THAT THE COMPUTER MOUNTED ON THE VP44 IS LOSING CONNECTIVITY DUE TO THE COMPUTERS SUSCEPTIBILITY TO EXTREME TEMPERATURES. I HAVE RESEARCHED FAILURES CONCERNING THE VP44 AND HAVE NOTED THAT ON THE CUMMINS ISB ENGINE THERE HAVE BEEN MANY FAILURES OF THIS INTEGRAL ENGINE COMPONENT. THIS ENGINE IS FOUND IN MANY OTHER APPLICATIONS SUCH AS SCHOOL BUSES, RV'S, AND LIGHT DUTY TRUCK APPLICATIONS. AFTER RESEARCHING THE MULTIPLE FAILURES THE MAJORITY OF THE FIXES FOR THIS ISSUE HAS BEEN TO REPLACE THE VP44 INJECTION PUMP. I WOULD ENCOURAGE THE NHTSA TO INVESTIGATE SAID ISSUES AND TAKE APPROPRIATE ACTION TO REMEDY THE FAULTY EQUIPMENT ON THIS ENGINE. THIS IS A SIGNIFICANT SAFETY CONCERN WHICH NEEDS TO BE RESOLVED DUE THE ENGINES APPLICATIONS IN SCHOOL BUSES, RV'S AND LIGHT DUTY TRUCKS. -REGARDS CHAD MCKINNEY
(2) VP44 FUEL INJECTION PUMP FAILURES, (1) FUEL LIFT PUMP FAILURE: AT APPROXIMATELY 56,000 MILES OF SERVICE, THE FIRST VP44 FUEL INJECTION PUMP FAILED (DOCUMENTED CHRYSLER P216 CODE WAS LOADED INTO THE PECM), AGAIN AT APPROXIMATELY 78,000 MILES, THE VP44 FUEL INJECTION PUMP AGAIN FAILED, AS DID THE DIESEL FUEL LIFT PUMP. THE VEHICLE WAS REPAIRED BY THE DEALER(S). THIS MECHANICAL DEFECT IS CONSISTENT THROUGHOUT THE INDUSTRY, AND THE COST OF REPAIRS AT THE CHRYSLER DEALERSHIP IS MORE THAN $3,000.00 PER INCIDENT FOR A TOTAL OF MORE THAN $6,000.00 IN ACCRUED COSTS IF I WERE TO PAY FOR THIS OUT OF POCKET. MY CONCERN IS THAT WHEN THE WARRANTY PERIOD IS OVER, THE RELIABILITY OF THE VEHICLE WILL BE THE SAME: ANOTHER AND THEN ANTHER FUEL INJECTION PUMP WILL NEED TO BE REPLACED. NOTE: INCIDENT DATES BELOW ARE APPROXIMATE BUT CAN BE AUTHENTICATED AND CORRECTED IF NEEDED.*JB
MY TRUCK IS A 2002 DODGE RAM 2500 HAS ABOUT 2 WEEKS AT A DEALER (WEISNER DODGE) WITH BOTH OF THE DIESEL PUMPS DAMAGED. THE TRUCK IS CURRENTLY UNDER THE 36,000 MILE WARRANTY AND THE COST TO FIX IT IS APPROXIMATELY $4,000. THE DEALER IS BLAMING THE PROBLEM ON THE FUEL. HOWEVER, THE FUEL COMPANY (CONOCO) CONDUCTED AN INVESTIGATION AND TO THEM, THE PROBLEM IS NOT FUEL BASED. NEITHER THE LOCAL DEALERS WANT TO ACKNOWLEDGE THIS SITUATION, NOR DOES CONOCO. I NEED A DIRECT RESPONSE FROM THE MANUFACTURER. *JB
LIFT (TRANSFER) PUMP FAILURE. *NLM
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