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The killer dowel pin is primarily an issue with the B series/12 valve engines , but I have seen reports of it happening to ISB/24 valve engines all the way up to the 2002 model year as well. It appears to be so uncommon on the 24 valve engines that I doubt I would worry about it much.

Dang, my Dodge weighs in at just over 7000lbs with only fuel and the typical stuff I keep in the cab. I'd better go check what mine is licensed for. :eek:

Glad I bought the Solid Steel one. It seems pretty stout.

When I was in your position, I did what I recommended to you: I read those websites I suggested and more. I looked at the problems specific to both engines as well as the issues that affect the 2nd Gen Dodge trucks in general. I wanted to make as informed a decision as I could. When it came...

That is really the only inherent problem with the engine. But the fact that the newest 12v is now 12 years old must also be considered as well. A lot of the condition of the engine is going to depend on how it was maintained, modified, used and/or abused. Personally, in general I would say...

From what I have seen, the norm for owners of Dodges with the Cummins B series engines (AKA the "12 valves") is to replace worn out mechanical lift pumps with new mechanical lift pumps. It is the least expensive, easiest, and most reliable route to take. Why mess with a good thing? I'd be...

Yup. And it is so freaking ridiculously cheap and easy to prevent that it is just foolish to not do so.

Looks like Binder isn't the only one who needs to do more homework on the Cummins B series engines. :D

Hey, our trucks do have a ECMs.

But apparently, in your world Cummins owners are not allowed to be happy without explaining themselves. :kiss: :haha:

Source, please. Because this is the first I have heard of this problem. Or are you talking about the problem with some of the 24v blocks with the "53" casting cracking? Yes, it's a bad thing when it happens. Easily preventable with $50 worth of parts and a few hours of easy wrenching, though...

Sweet. As long as you are happy with whatever truck/engine you have, isn't that all that matters? :awesomework:

Fixed. :haha:

So you don't give or know **** about the aftermarket for your truck but you want to pontificate about it? :haha: Ever flip through any of the diesel enthusiast magazines? Notice all of the ads for PSD parts? Your argument here is BS, pure and simple. Just because you don't like the fact that...

So you really think that the PSD has been overlooked? That it is a diamond in the rough? That there is a metric ****-ton of money to be made by catering to largest segment of diesel powered light trucks if only someone would bother to do it? Wouldn't PSD owners just leap at the chance to show up...

The trucks are there. The owners are there. The money is there. If the PSDs were capable of being modified to the same level as the Cummins are, we would be seeing it. What you are suggesting is the PSD owners have no aftermarket and spend no money modifying their trucks, which is patently...

Baloney. You just got done telling us that there are at least twice as many PSD trucks out there as there are Cummins powered ones. Which means that there is twice as big an aftermarket audience for the PSDs. Fact of the matter is, there has been "insane" amounts of money spent on PSDs to get...

Not in my direct experience. My 1997 Dodge Ram 4x4 with a 215hp Cummins 5.9 diesel and 4.10 axle gears tows/pulls/hauls far better than did my 1994 GMC K2500 with a 230hp 7.4l gas V8 and 4.10 axle gears.

For me, it was because after doing tons of research, I came to the conclusion that the Cummins 6BTA with the Bosch P7100 is unmatched by any other engine ever put into a light truck for overall reliability, durability, and survivability. It is able to operate with any electrical power and is...

I have my rotors and drums turned at Carquest in Snohomish. They have a full service machine shop in the back. Stop by and talk to Paul, the machinist. Nice guy. I would imagine that Olympic 4x4 can turn rotors, too.