Second-Gen Cummins Buyers Guide1994-98.5

Now that we’ve given you the inside scoop on how to look for a pristine, perfect first-gen Cummins, it only makes sense that we keep the momentum going and look at the succeeding 1994-98.5 Second-Gen Ram.

These are some of the most desired diesel trucks on the market, and for two good reasons: the trusty 12-valve 5.9-liter Cummins kept right on chugging, and a new body style revitalized interest in trucks in general. So let’s dive in and explore what Chrysler got right, what to look out for, and where you fit into all of this.

The rounder, more contoured look was a sharp departure from truck aesthetics of the time. This was thanks to designer Philip Payne, who wanted to bring back the look of smooth bodies from the 1950s.

The year 1994 marked the watershed moment in trucks, and all thanks to designer Philip Payne. In 1991, it was his voice that went against the grain and said the proposed redesign of Chrysler’s pickups looked “like nothing more than a rehash of everyone else’s truck.” He was challenged to come up with something more exciting in a matter of six months, and out of that came the elegant, aerodynamic, and rugged look that would go on to be copied by all other truckmakers in the years following.

Still, emissions standards were not letting up, forcing manufacturers to get a little more crafty with where to “trim the fat,” so to speak. Changes to the fueling and exhaust setup helped to meet the standards, as an in-line, high-pressure fuel injection pump swapped out the rotary pump. A catalytic converter was added to the exhaust system which removed about 30 percent of harmful particles as a result.

A Quick Look At The Second Gen Ram

Performance-wise, the turbocharger had a wastegate added, as well as a smaller turbine wheel and nozzle which reached peak boost more quickly. Manual transmission versions of the Cummins had a larger diameter crankshaft vibration damper to compensate for increased torsional vibration from higher power.

1996 brought a refresh to the second-gen Ram, with horsepower and torque jumping to 215 and 440, respectively, up from 160 horsepower and 400 lb-ft of torque. The following year saw a refinement of the throttle control system and the installation of a hydraulic brake booster.

Issues And Pitfalls Of The Second Gen Ram

Nothing ever comes from the factory perfect, and the second-gen Ram is no exception. One area that people have identified with the 12-valve 6BT was the Killer Dowel Pin, or KDP for short. Many enthusiasts will agree this is the chief problem with the motor, since it is a nailbiter – reports claim it will either totally decimate the engine, or do no damage at all; regardless, it will fail at some point, and hence must be addressed as quickly as possible.

second gen cummins

The front timing gearcase of the engine block is where you should be looking for this issue, as it’s here where you will find said dowel pin. The dowel pin is there to hold everything up against the engine block, but it’s an imperfect design (some would argue, grossly negligent or lazy). That’s because, over time, the engine’s heat and vibrations will eventually cause the dowel pin to back out, where one of two things will happen.

If you’re lucky, the dowel pin will fall straight to the bottom of the gearcase and do nothing. If you’re less lucky, the dowel pin will fall into the gears and get shot out of the housing at high speed, and then result in a massive oil spill. If you’re part black cat, the dowel pin will shear the teeth off of the gears, causing a domino effect of a halted camshaft, bent rods, exploded pistons, and eventually total failure. This is how the Killer Dowel Pin earned its nickname.

The fix to the KDP can be either purchased online or made by oneself. Kits will usually have a gasket (or RTV silicone), a seal for the crankshaft, and thread locker. But the main component needed is an egg-shaped washer that covers up the dowel pin, keeping it in place since the washer is held in by an adjacent bolt.

Other issues of the second-gen Ram trucks are the paint and primer. It was during this time that the EPA changed its guidelines for chemicals and compounds used in car paint and primer, requiring low-VOC (Volatile Organic Compound) formulas to be used.

second gen Cummins

Chrysler accordingly made the changes to its base, paint, and clear coat formulas, but they proved to be very prone to flaking and peeling since the factories did not allow sufficient drying time between coats. The only solution is to strip the truck down to bare metal and do it over again from scratch.

Checklist When Checking Out A Listing

Beyond these steps, you’ll want to do the same stuff a mechanic would look for: jack up the truck, jostle the wheels and feel for play in the bearings and ball joints; look for rust in U-joints, brake lines, rocker panels, footwells, body panels, and the bed; check for cracks in the bushings of A-arms, trailing arms, and sway bars; and listen for knocking sounds in the motor.

Transmissions in these Dodge Rams were either the three-speed-plus-overdrive A618 (47RH, later called the 47RE in 1997-’98 models) automatic, or the New Venture (NV) 4500 five-speed manual transmission. When you go for the test drive, be sure to get a feel for how smoothly the transmission shifts gears; if you detect any kind of stuttering, slipping, grinding, or ill-sounding noises, this will mean looking at a new clutch or torque converter.

second gen Ram

During the test drive, you should test for the truck to pull one way or another by letting go of the steering wheel (only do this during slow speeds, of course). From a stop, slowly increase speed and listen for sounds coming from the automatic transmission, as well as delayed reactions; this will indicate worn-out clutches, bands, or brake. A manual transmission, on the other hand, should have its clutch grab no more than one-third of the way up from the pedal being fully depressed. The clutch should also grab firmly; if you detect jittering, it means a new clutch is needed.

Highlights And Upgrades

One of the first upgrades recommended is a set of gauges – boost, fuel, and pyrometer. As you start to look at the drivetrain and where to make improvements, having a way to monitor pressure and temperature will be of great benefit. A truck running on stock timing should not make more than 45 psi, nor should its exhaust temperatures exceed 1,250 degrees Fahrenheit.

Once you start adding on upgrades to your Cummins, keep in mind the stock motor and exhaust should not be pushed past 45 psi or 1,250 degrees Fahrenheit .

Getting more power to the engine can be done for free by grinding down the fuel plate. The fuel plate interacts with the Air Fuel Control (AFC) on the injection pump, which meters fuel commensurate with how much air the engine is receiving. The profile of the fuel plate corresponds to how much fuel will be sent to the motor, and different profiles offer different levels of fueling and lead to greater increases in power.

Profiles on the fuel plate and the restrictions they offer to fuel flow.

Profiles on the fuel plate and the restrictions they offer to fuel flow. Photo: dieselbombers.com

The stock fuel pump will put up with abuse up until it gets to 550 horsepower, and then it reaches the peak of its ability to deliver fuel effectively to the motor. A Fuel/Air Separation System (FASS) will be a blessing on your endeavor to more power, as it will ensure the fueling system is only pumping diesel and not diesel plus air.

As a truck, the 1994 second gen Ram was one of the most important and game-changing designs to ever emerge. Gone were the days when trucks only had to do work; now, they would have to do work and look good while doing it, too.

second gen ram

The ever-popular 12-valve Cummins kept right on chugging along, and the change from the VE44 to P1700 was a terrific alteration to make the motor all the more capable and desirable. You can’t go wrong if you decide upon a 1994-’98 Cummins, but be sure that the vehicle has the hallmarks of good, loving care, and the ability to stay with you for a while as you build upon it.

We look forward to discussing more of the Ram line as our next guide looks to the midyear 1998 to 2002 Dodge Ram 24-valve Cummins. Until next time, keep your eyes peeled for a deal and strike when the iron is hot.

About the author

David Chick

David Chick comes to us ready for adventure. With passions that span clean and fast Corvettes all the way to down and dirty off-road vehicles (just ask him about his dream Jurassic Park Explorer), David's eclectic tastes lend well to his multiple automotive writing passions.
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