It does seem like some project vehicles are destined to sit for extended periods, even after changing hands more than once with different owners Is it a curse? Or simply the case of a vehicle that’s attractive enough to save, but not necessarily to invest in heavily and bring back to good health? There’s a different answer every time, but this 1989 Dodge Ram 3500 equipped with the venerable Cummins turbo diesel certainly deserves to be rescued after several stints with owners that haven’t committed to getting it back on the road. It runs, but it will need some love to go long distances again. Find the Dodge here on eBay with bids to $4,300 and no reserve.
The Dodge is a heavy-duty item, sporting a dually rear axle and 5.9L Cummins 12-valve inline-six paired to a Getrag five-speed manual. Now, the truck does run, but that’s not exactly a surprise. These Cummins mills are seriously overbuilt, and even after sitting for almost two decades, the seller hasn’t noticed any engine issues aside from a small leak or two. The transmission may prove more troublesome, as the seller does disclose that the gearbox is noisy and gets hung up in fifth gear. It takes some work to get it un-stuck from top gear, with the seller noting that it takes either the right touch or a screwdriver to drop down a cog. The paint is faded, but the truck doesn’t appear to be rusty at all.
It’s a Texas truck, so that’s not a surprise. However, you’ll likely see some battle scars from prolonged sun exposure, but even with that in mind, the dash doesn’t appear to be cracked and the seat upholstery looks decent. This is very surprising, not only because it’s in Texas, but also because it seemingly has been parked outside for years. The current seller notes he purchased the Dodge from the second owner who only drove it for a few months before selling it. He purchased the truck from the original owner, who had let it sit for five years at that point. Fast forward, now, to the current owner who has allowed the Dodge to sit idle for another ten years without driving it.
Despite these hurdles, the Dodge will still fire up should you decide to head on over and turn the key. The clutch, alternator, and lift pump were all replaced by the first owner, just before he parked it. Despite missing the door panel in the photos, the seller confirms the passenger side door panel is included with the sale, along with shift boot – but you’re going to have to make do without a radio. Some issues include a glitchy ignition switch, dry-rotted tires (all six of them), and a missing speedometer adapter. Still, the Ram is complete and sports a sought-after combination of the Cummins and a manual gearbox, and with no reserve, this one will definitely find a new home soon – and hopefully, one that will bring it back to life.
These trucks were the pioneers in “Diesel/Dually” trucks so common today. I remember when they 1st came out, “A Cummins? In a pickup? No way, yet, if you needed a truck that wasn’t a straight truck, a dually pickup was the answer. I remember, the diesel was low to catch on, nothing will replace our tried and true 440, but with reports of hundreds of thousands of miles, it didn’t take long, then EVERYBODY had to have a diesel.
Now, diesel/dually pickups have come a long ways since these humble beginnings, they are still a small straight truck underneath, and will ride/handle like one, but like semi trucks, if the frame and body are good, you can always rebuild it. Before these became the status quo, they were used and used up. Good luck finding another one like this.
The Cummins diesel in Dodge trucks pretty much sinched Dodge’s place in the scramble for Top Dog. Lots of these through our shop along with lots of unreasonable expectations. I don’t think you could kill the engine but that VE injection pump could cause some headaches. Plunger spring failures, throttle shaft bushing failures, and cam roller failures were all part of getting those pumps to handle the significant increase in injection pressures. Even with the new improvements you were pretty much limited to 180 RELIABLE horsepower before the insides of the pump disintegrated (the inline of ’94 was a needed improvement). I’ve heard numerous owners claim astronomical horsepower figures with the VE pump and I’m not going to argue with them; after working on as many as I have I know how much they’re capable of. But I WILL say this: a lot of THESE trucks were parked because of injection pump failures (the owners couldn’t afford to fix them) so the first thing I would do is pull the pump, get it over to a repair facility and get it checked over; it will save a lot of dents in the hood where the pee’d off owner bangs his head against it in frustration…
There you have it folks, honest testimony from the best. Most people 1st thing they look at when buying a vehicle, is how the tires are, this guy is checking injection pumps. I’ve seen a lot of these, not many sidelined, as I’d imagine they run even with a worn pump, albeit poorly. In all my years, I never went any further than mere replacement of parts. It takes a special person take this stuff apart, repair it, and put a green tag on it, ready for more abuse. There is an incredible need for mechanics, a field that not many go into today. Labor charges today are astronomical, especially HD stuff, compared to when I trucked, in some cases, $150/hour, or MORE! We’re darn lucky to have geomechs and his knowledge here for free!
Fire it up and watch it smoke!
Isn’t that a NV4500 transmission? Parts are pricey (did one a few years ago) but cheaper to rebuild than to buy used.
If you need to move big stuff and can’t get a real truck (Volvo, Mack etc) these work nicely. I’ve had a gooseneck trailer behind one with 3 camper vans on it and dropped the MPG from 18 unloaded to 13 loaded. It did not slow down for hills….
Unless changed out that Trans is a Getrag 5sp and being a 89 it’s none inner cooled engine has a bigger injector the the later trucks. But in the shape that thing is in imo it’s like a 3000 dollar truck all day long. The interior needs alot of love and so does the body.I personally like the 92-93 engine best for swaps
About 2 years agoi I did the Getrag to NV4500 swap. About $2300 for a rebuilt trans and bell housing kit, $900 to install.
Lots of words of wisdom from Howard, Geomechs and Steve. The condition of the body is what us rust belt guys live for. if you were to roll the dice, buy it and get a diesel guy to evaluate, you might get lucky. the guys pointed out the drawbacks of the early Cummins so forewarned is forearmed. And another flag is the fact that 2 owners parked it, as stated. Looks like it was used to tow a 5th wheel. Bitchin tow vehicle. new truck equipped like this would probably be 100 large now if you could get one. Mop some resale red on ‘er and go! Good luck and happy new year!
Cheers
GPC
GVWR 10,100 LBS. Ugh, need a CDL to legally drive any vehicle over 10,000 GVWR. My ’01 Dodge 3500 dually w/V10, 5 speed, 4×2, GVWR 11,000, LOL, I wasn’t aware it was commercial when I bought it. The dreaded Iowa DOT informed me in a not so nice way, as is their usual I’m told. I still don’t and won’t get a CDL, just drive it sparingly. MPG is 5-9.
I like this ’89. I’d fix the mechanicals, new tires and slap on some new paint and drive. The dry sleeve Cummins with its problematic injector pump? Hmm.
Someone lied to you. Unless you’re hauling hazmat or operating a vehicle designed for 15 or more passengers, you don’t need a C.D.L. until the G.V.W.R. of your vehicle exceeds 26k lbs.
Mike, no doubt you don’t live in Iowa, nor drive thru with any commercial vehicle with GVWR higher than 10,000 pounds. Don’t believe me, look it up.
An issue common to these 1st gens is that Dodge didn’t do much to deal with the Cummins’ torque and the inner front fenders would tear. Years ago Dodge offered a kit to repair the problem, but I think it’s an obsolete number now. If you open the doors and look in pat the door post you can usually see it.
CDL only needed if total ( truck, or Truck and Trailer combo ) is over 26000 (26001+), then only if being used for commercial uses. Over state lines adds need for numbers, due to interstate commerce rules.
Hauling hay for your own horses, good to go. Start selling that hay that you are hauling, becomes commercial. Local dirt track racers got in trouble with their own cars on fun tracks. Why, cause they had sponsors advertising on their vehicles, hence, In the eyes of ticket hungry DOT commercial use!!
ANY vehicle operating in the state of Iowa over 10,000 pounds GVWR is COMMERCIAL so says the rotten ‘blue jacket’ DOT. Look it up!
Ah, yes, by gar, this takes me back, like arguing with a “weight watcher”( DOT), apparently, Iowa is no different than any other state today, and I believe you are referring to a class”C” CDL license.
https://iowadot.gov/mvd/driverslicense/driverslicense/descriptions
Howard A is correct about the class C.
People transporting medical oxygen to patients need a “C” CDL to get a Hazmat endorsement, even for small van or pickup. But again, commercial use.
And also the bus endorsement is correct, even in church use which probably?? Isn’t commercial ??
As Harold A says, many DOT have their own version.
Not arguing the written rules of Iowa ( strange! ) but do the large motor home pilots also have to do a CDL ? I once gave a “B” exam to a 30,000 motor home operator, but he used it as an office testing underground tanks in various states, and had to do it.
Sold $5600.
Right now I’ve got almost the same truck in my shop except it’s a 91. Sat for 10+ years in a Phoenix driveway and got sunbaked surface rust on the roof but solid as a rock. As Geo mentioned I had the VE rebuilt, and replaced EVERY bit of rubber under the hood and the water pump which was rotten. 140,000 miles showing & it purs and shifts through all gears no problem. Mine needs tire’s also but the sale price is just about what I thought was the market and what I expect to get out of mine.