Between 1999 and 2001, the Cummins 24v engine blocks with casting # 53 were manufactured by the Brazilian company, TUPY. The # 53 block casting has inherently thin water jacket walls that are susceptible to cracking. Frequent and/or heavy towing, failing to let an engine properly warm after a cold start, and engine overheating can contribute to the development and propagation of cracks in the water jackets of these engine blocks. The cracks can grow several inches in length and result in coolant loss. If the problem goes unnoticed long enough, overheating from coolant loss may occur. It has been approximated that some 100,000 24 valve Cummins ISB engine blocks have a 53 casting and are of concern. 53 block castings have been identified on 12 valve Cummins engine blocks as well, though there no evidence that these blocks develop cracks like the later 24v engine blocks do.
Don't know much about diesels but have some insight into the 53 block thing (I've got one). If you've got one and you're not losing coolant, then you should check it out. All of the ones I've read about cracked due to either performance add-ons, which equals hard driving, or people hauling heavy loads under semi-extreme conditions. So, if you've got one, you should find out and then avoid the situations that cause the cracks. I've got "only" 210K miles on mine but have read where many people have gotten more than twice that many miles without cracking.
24 valve cummins cracked block
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Hi Blue,Yep, got mine too. Some other limitations on it98-01 (1) after the truck was driven 100K (2) more then 5 years after the truck was originally purchased & before the truck was driven 250K. Are the highlights of it.Claim form by Oct. 28, 2012www.cumminspickupblocksettlement.comDaveDon't think I have one will have to look again!
I change the oil and filter every 6000 miles, and the oil consumption has never been down to the add line. I have never added oil between changes. I use Amsoil 100% synthetic diesel 5W-40 oil and Amsoil Ea080 high efficiency oil filters. I checked valve lash at 125,000 miles but no adjustment was necessary. I used an Amsoil "oil wetted" air cleaner for many years but switch to the Amsoil Ea high efficiency nanofiber cleanable air cleaner at about 150,000 miles.Neither the head nor the pan have been off the engine.Turbocharger is factory. The gap between the turbo compressor wheel and inlet ring is 0.002" while pushing down on the shaft nut and 0.008" when lifting up on the shaft nut. Shaft end play is estimated to be about 0.006". No marks appear on the inlet ring from wheel contact.VP44 fuel injector pump is factory. I started to add Amsoil "Diesel Concentrate" lubricant to the fuel in 2007 after low-sulfur diesel came on the market. Amsoil did make the engine quieter and smoother at idle. I switched to Power Services "Diesel Fuel Supplement with Slick Diesel" lube and octane boost in 2012. The engine purrs even more smoothly at idle with this additive.I changed the inlet fuel filter bango bolt to one with a fuel pressure port so that I can easily check lift pump pressure as needed.Diesel exhaust inspection passes with very low numbers as good as when new.Fuel injectors are factory.Some sources claim my "#53" block is subject to cracking. These block were made by a Brazilian company, TUPY. Blocks without the double digit are better and may be made by a Mexican company, Teskid. See the block code on the driver side, front, and just above the pan. It is below the injector pump. Some block codes are on the passenger side. Mine never cracked, but the cracks can be fixed in the truck with the Stitch-N-Lock method.New crankshaft position sensor at 243,000 miles.Several lift pumps were needed so I switch to a FASS DDRP02 lift pump.New fan clutch at 226,000 miles.New crankshaft damper at 225,000 miles.RE47 automatic transmission is factory with replacement of the low speed sensor only. I adjust the front band to 2 - 1/8 turn out instead of 1 - 7/8 turns recommend in the Dodge manual to eliminate front band wear. I do a transmission pan drop, filter change, and adjustments every 30,000 miles religiously.I hope to get answers back from members for components that have not failed yet. These are:1. Maximum engine life without an overhaul?2. Maximum turbo life?3. Maximum manifold pressure sensor life (MAP)?4. Maximum camshaft speed sensor life?5. Maximum VP44 injector pump life?6. Maximum injector life?Some sources claim that 95% of VP44 injector pump failures are due to the circuit board failure. Do not buy a rebuilt VP44 injector pump unless it includes a totally new circuit board that is adjusted on the Bosch test stand.
Maintaining the legendary Cummins level of reliability was another major focus when redesigning the 5.9L. The existing cast-iron block and cylinder head were already proven commodities and were more than capable of handling the increase in power. The forged steel crankshaft and connecting rods were also carried over from the 12 valve Cummins engine due to their durability. The fuel system was also upgraded to increase performance. The mechanical injection pump was replaced with a Bosch VP44 electric pump. The new electronically controlled VP44 injection pump was responsible for pressurizing the fuel, controlling the injection timing, and monitoring fuel flow.
Ram\u2019s 5.9-liter Cummins diesel engine has proven to be a stout powerplant for medium-duty 2500 and 3500 trucks. The first 12-valve 5.9 debuted in 1989 from the Ram and Cummins collaboration. With fixed geometry turbocharging, it was a strong but simple design. Then in mid-1998, the new 5.9-liter 24-valve design was introduced, lasting through 2002. Both developed two issues that, in many cases, can be catastrophic, requiring an entirely new replacement engine.\u00a0\n\n\n\nThese two issues even have names, \u201c53 block,\u201d and \u201ckiller dowel pin.\u201d Mention either of those terms, and 5.9 12-v and 24-v enthusiasts know exactly what you\u2019re talking about. So what are these two 5.9 issues, when can they happen, and what can be done to fix them?\n\n\n\nCummins 5.9-liter \u201c53 block\u201d\n\n\n\n1996 Ram 2500 Laramie pickup Stellantis\n\n\n\n\u201c53 block\u201d refers to Cummins 24-valve diesel engines that have \u201c53\u201d identification cast into the blocks. The casting number is found on the passenger side of the block. These castings came from TUPY in Brazil. They\u2019re notorious for having thin water jacket walls that crack over time. The causes can be from overheating, pulling heavy loads, and not allowing engines to warm up after cold starts.\u00a0\n\n\n\nIt should be noted that some 12-valve 5.9-liter Ram Cummins engines also had 53 block castings. So far, there don\u2019t seem to be cracked water jacket issues with these engines.\u00a0 Ram estimates that over 100,000 ISB 53 block 24-valve engines have been produced.\u00a0\n\n\n\nOnce cracks progress, coolant can begin leaking out. If the cracks go unnoticed, they can eventually lead to jacket wall degradation causing coolant to begin traveling through the engine. Coolant-contaminating oil can result in catastrophic failure from burned cam bearings and\/or crankshaft main bearing failures. Block castings with \u201c54\u201d or higher casting numbers are preferable to earlier blocks.\u00a0\n\n\n\nHow to fix Cummins 5.9-liter 53 block cracks\n\n\n\n1996 Ram 2500 Laramie pickup Stellantis\n\n\n\nThe recommended fix is to use Lock N Stitch. It is not recommended to weld the cracks because this hardens the surrounding metal, which can cause more severe cracks to develop. Trucks with automatic transmissions may harder to see where cracks most commonly occur because the transmission heat exchanger is in the way.\u00a0\n\n\n\nShould you have a truck with this casting, don\u2019t modify the engine, warm the engine after a cold start, and try to keep from applying heavy throttle pressure under loads. And pay attention to coolant leaks in the lower portion of the block, especially below the freeze plugs.\u00a0\n\n\n\nCummins 5.9-liter \u201ckiller dowel pin\u201d\n\n\n\nDan Edelman\u2019s 1996 Cummins-powered Dodge Ram truck Stellantis\n\n\n\nDuring the assembly of both the 12-v and 24-v 5.9-liter Cummins, a small metal dowel is used to help align the front gear housing. You can find it to the left of the injection pump gear just above the camshaft gear. If that pin, or should we say, if that \u201ckiller dowel pin\u201d loosens, it can dislodge and fall down the front cover.\u00a0\n\n\n\nShould that happen, it can have catastrophic results. Most of the instances of this happening involve the 12-valve 5.9, though it is known to happen to both versions. It is thought that the 1994 to 1998 engines with a Bosch P1700 injection pump create different harmonics than earlier engines with the VE44 rotary injection pumps. Those harmonics cause the 12-v dowel pins to loosen over time.\u00a0\u00a0\n\n\n\nWhat happens if the Cummins dowel pin dislodges?\n\n\n\n1996 Ram 2500 diesel pickup Stellantis\n\n\n\n\n\n\tRelated\n\t\n\t\t\n\t\t\tWhich Ram Pickups Have the Cummins Diesel Engine, and How Much Are They?\t\t\n\t\n\nIf a dowel pin does fall out, it gets banged around inside the housing. The first two failures that are possible from this are cracked cam gears and\/or cracked housing. It can also fall down between the cam and injection pump gears.\u00a0\n\n\n\nThis is the worst case because it causes valves to come into contact with the pistons, killing the engine. And the catastrophic damage can\u2019t be repaired. The best case if the dowel pin does dislodge is that it slips down through the housing and into the oil pan, where it can live happily forever.\u00a0\n\n\n\nKeeping the dowel pin from falling has an easy fix. Diesel Hub recommends a cheap metal tab kit that nests in between the block webbing and ties into a bolt next to the dowel. This holds the dowel in position forever. You\u2019ll need to remove the front cover, which involves removing a number of components that can be time-consuming. However, the alternatives make it more than worth the time to lock that dowel pin down. It is also recommended to use RTV silicone as opposed to a replacement gasket when reinstalling the front cover.\u00a0\n\n\n","ptime":"2022-10-15T18:42:27","custom_date":"","custom_datedesc":"","author":"name":"Thom Taylor","slug":"thom-taylor","url":"https:\/\/www.motorbiscuit.com\/author\/thom-taylor\/","twitter_link":null,"facebook_link":"https:\/\/facebook.com\/thom.taylor.35","linkedin_link":null,"instagram_link":null,"comment_count":0,"review_schema":" Stellantis Related Which Ram Pickups Have the Cummins Diesel Engine, and How Much Are They? If a dowel pin does fall out, it gets banged around inside the housing. The first two failures that are possible from this are cracked cam gears and\\\/or cracked housing. It can also fall down between the cam and injection pump gears.\\u00a0 This is the worst case because it causes valves to come into contact with the pistons, killing the engine. And the catastrophic damage can\\u2019t be repaired. The best case if the dowel pin does dislodge is that it slips down through the housing and into the oil pan, where it can live happily forever.\\u00a0 Keeping the dowel pin from falling has an easy fix. Diesel Hub recommends a cheap metal tab kit that nests in between the block webbing and ties into a bolt next to the dowel. This holds the dowel in position forever. You\\u2019ll need to remove the front cover, which involves removing a number of components that can be time-consuming. However, the alternatives make it more than worth the time to lock that dowel pin down. It is also recommended to use RTV silicone as opposed to a replacement gasket when reinstalling the front cover.\\u00a0\",\"datePublished\":\"2022-10-15 18:42:27\",\"dateModified\":\"2022-10-15 18:42:30\",\"author\":\"@type\":\"Person\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/author\\\/thom-taylor\\\/\",\"name\":\"thom-taylor\",\"publisher\":\"@type\":\"Organization\",\"name\":\"MotorBiscuit\",\"logo\":\"@type\":\"ImageObject\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/wp-content\\\/uploads\\\/2019\\\/06\\\/mb-295x76-min.png\",\"width\":295,\"height\":76,\"keywords\":[\"trucks\",\"trucks-suvs\",\"Cummins\"],\"image\":\"@type\":\"ImageObject\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/wp-content\\\/uploads\\\/2022\\\/10\\\/1994-Ram-2500-pickup-Stellantis.jpeg?w=1168\",\"height\":499,\"width\":1168,\"itemListElement\":[\"@type\":\"ListItem\",\"position\":1,\"item\":\"@type\":\"ImageObject\",\"name\":\"1996 Ram 2500\",\"image\":\"https:\\\/\\\/www.motorbiscuit.com\\\/wp-content\\\/uploads\\\/2022\\\/10\\\/1994-Ram-2500-pickup-Stellantis.jpeg?w=925\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/2-ram-5-9-liter-diesel-problems-kill-engines\\\/#1996-ram-2500\",\"@type\":\"ListItem\",\"position\":2,\"item\":\"@type\":\"ImageObject\",\"name\":\"1996 Ram 2500 \",\"image\":\"https:\\\/\\\/www.motorbiscuit.com\\\/wp-content\\\/uploads\\\/2022\\\/10\\\/1996-Ram-2500-Laramie-pickup-Stellantis.jpeg?w=925\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/2-ram-5-9-liter-diesel-problems-kill-engines\\\/#1996-ram-2500\",\"@type\":\"ListItem\",\"position\":3,\"item\":\"@type\":\"ImageObject\",\"name\":\"Dan Edelman's 1996 Cummins-powered Dodge Ram truck\",\"image\":\"https:\\\/\\\/www.motorbiscuit.com\\\/wp-content\\\/uploads\\\/2022\\\/09\\\/Dan-Edelmans-Dodge-Ram.jpg?w=925\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/2-ram-5-9-liter-diesel-problems-kill-engines\\\/#dan-edelmans-1996-cummins-powered-dodge-ram-truck\",\"@type\":\"ListItem\",\"position\":4,\"item\":\"@type\":\"ImageObject\",\"name\":\"1996 Ram 2500 \",\"image\":\"https:\\\/\\\/www.motorbiscuit.com\\\/wp-content\\\/uploads\\\/2022\\\/10\\\/1996-Ram-2500-Laramie-pickup-Stellantis.png?w=925\",\"url\":\"https:\\\/\\\/www.motorbiscuit.com\\\/2-ram-5-9-liter-diesel-problems-kill-engines\\\/#1996-ram-2500\"]"},"reco_next_pid":1490140};img#wpstatsdisplay:none "@context": " ", "@type": "Blog", "mainEntityOfPage": "@type": "WebPage", "@id": " -ram-5-9-liter-diesel-problems-kill-engines/" , "headline": "These 2 Ram 5.9-Liter Diesel Problems Kill Engines", "datePublished": "2022-10-15T18:42:27-0400", "dateModified": "2022-10-15T18:42:30-0400", "author": "@type": "Person", "name": "Thom Taylor", "jobTitle": "Staff Writer, Producer - Trucks, SUVs, & Crossovers", "url": " -taylor/" , "publisher": "@type": "Organization", "name": "MotorBiscuit", "description": "Pure Autos" , "description": "Though stout and reliable the 5.9-liter Ram and Cummins diesel engine has two potential flaws that can kill the engine. They even have names.", "image": "@type": "ImageObject", "url": " -content/uploads/2022/10/1994-Ram-2500-pickup-Stellantis.jpeg", "width": 1168, "height": 499 if (rt_ud === undefined) var rt_ud = ;if (rt_sd === undefined) var rt_sd = ;if (rt_pd === undefined) var rt_pd = ;var rtHtml = document.getElementsByTagName('html')[0];dataLayer = ['is_single': 1,'category': rtcd.vertical,'date_published': rtcd.date_published,'author': rtcd.author,'post_id':rtcd.post_id,'tags': rtcd.tags,'visitor_type': rt_ud.visitor_type,'entrance_vertical': rt_sd.entrance_vertical,'workflow_analysis':rtcd.workflow_analysis,'prev_page_path': '(entrance)','ismobile.js': rtHtml.getAttribute("data-is_mobilejs") == 'true' ? rtHtml.getAttribute("data-device_type") : 'unknown','amp': 0]; dataLayer[0]['Request_Desktop_Site'] = rt_pd.desktop_site_requested; dataLayer[0]['subcategories'] = ["trucks","Trucks"]; window.OneSignal = window.OneSignal []; OneSignal.push( function() OneSignal.SERVICE_WORKER_UPDATER_PATH = 'OneSignalSDKUpdaterWorker.js'; OneSignal.SERVICE_WORKER_PATH = 'OneSignalSDKWorker.js'; OneSignal.SERVICE_WORKER_PARAM = scope: '/wp-content/plugins/onesignal-free-web-push-notifications/sdk_files/push/onesignal/' ; OneSignal.setDefaultNotificationUrl(" "); var oneSignal_options = ; window._oneSignalInitOptions = oneSignal_options; oneSignal_options['wordpress'] = true;oneSignal_options['appId'] = '4c70fd93-46df-415d-adb2-d627fd109893';oneSignal_options['allowLocalhostAsSecureOrigin'] = true;oneSignal_options['welcomeNotification'] = ;oneSignal_options['welcomeNotification']['title'] = "";oneSignal_options['welcomeNotification']['message'] = "";oneSignal_options['path'] = " -content/plugins/onesignal-free-web-push-notifications/sdk_files/";oneSignal_options['safari_web_id'] = "web.onesignal.auto.24e91fba-47ec-4183-a873-89e8fb838de6";oneSignal_options['promptOptions'] = ;oneSignal_options['promptOptions']['actionMessage'] = "We'd like to send you notifications with our top stories from MotorBiscuit";oneSignal_options['notifyButton'] = ;oneSignal_options['notifyButton']['enable'] = true;oneSignal_options['notifyButton']['position'] = 'bottom-right';oneSignal_options['notifyButton']['theme'] = 'default';oneSignal_options['notifyButton']['size'] = 'medium';oneSignal_options['notifyButton']['showCredit'] = true;oneSignal_options['notifyButton']['text'] = ;oneSignal_options['notifyButton']['text']['tip.state.unsubscribed'] = 'Subscribe To Read Top Stories From MotorBiscuit';oneSignal_options['notifyButton']['text']['message.action.subscribed'] = 'Thanks for subscribing to MotorBiscuit';oneSignal_options['notifyButton']['text']['dialog.main.title'] = 'Manage MotorBiscuit Notifications'; OneSignal.init(window._oneSignalInitOptions); ); function documentInitOneSignal() var oneSignal_elements = document.getElementsByClassName("OneSignal-prompt"); var oneSignalLinkClickHandler = function(event) OneSignal.push(['registerForPushNotifications']); event.preventDefault(); ; for(var i = 0; i a, #primary-menu li:focus > a, #primary-menu .current-menu-item > a, #primary-menu .current-menu-ancestor > a, #primary-menu .current_page_item > a, #primary-menu .current_page_ancestor > a color: #ec042a; Skip to content Advertisement MotorBiscuit 2ff7e9595c
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