An in-tank lift-pump problem can leave a 2005 Dodge Ram 2500 with the 5.9L Cummins diesel hard to start, short of power or unable to keep running. P0628 concerns the lift-pump relay’s commanded signal and feedback; P0148 concerns a difference between requested and actual common-rail pressure. Neither code proves the tank pump has failed. This guide covers replacement on the 2WD short-bed pickup after diagnosis identifies the low-pressure supply fault. See the original P0628 and P0148 diagnostic explanations.

The exact truck and repair covered here

The worked vehicle is a 2005 Dodge Ram 2500 2WD Quad Cab pickup, four doors, short box and single rear wheels, with the 5.9L Cummins turbo-diesel inline six, VIN engine code C and factory in-tank electric lift pump. The factory route removes the left-rear wheel for filler-hose access, drains the tank and lowers it. This replaces the low-pressure supply module; the engine-mounted injection pump and common rail remain a separate diagnostic system.

The time and parts amounts are planning estimates for one module and its new tank seal, after diagnosis, with appropriate vehicle lifting and diesel recovery equipment available. Tank corrosion, a full fuel load, damaged connections or contamination add work. Confirm the VIN, bed and tank configuration before ordering.

Diesel fuel and tank-handling precautions

Featured diesel lift-pump module

The supplied link selects A-Premium FP0148C, ASIN B075CGRQ84, sold as one electric fuel-pump module. The matching manufacturer catalog part is FP0148. Its specifications identify a 12-volt diesel module with a fuel-level sender, float and strainer inlet. A pressure sensor and separate external wiring harness are not included.

The selected product photographs show the float already attached, a four-terminal inline electrical header and two fuel ports. Compare connector keying, supply/return ports, float travel, module height and flange against the original part. No separate conversion pigtail or lock ring is pictured. Do not cut the vehicle wiring to force an incompatible connector to fit.

Obtain the correct new tank seal before disassembly. The Amazon description and main photograph show a sealing ring, while the maker’s specification says no gasket and another photograph omits it. This job requires a new seal regardless of what arrives in the box. Use the exact application reference in the parts table; a green ring’s appearance alone does not establish its profile or size.

The manufacturer associates this module with 5143160AA / 5143160AB, among other interchange numbers. Those references support the stated short-bed diesel application; they do not turn the different long-bed module into the same product.

View the Ram short-bed diesel lift-pump module

Complete manufacturer compatibility

These are all seven rows in the manufacturer’s FP0148 application table. Every row carries the diesel, short-bed restriction. The complete replacement walkthrough below remains specific to the 2005 Ram 2500 2WD pickup.

Use 2005–2007 for the listed 5.9L pickup coverage. The broader 2009 wording in one Amazon bullet conflicts with the manufacturer’s table and the selected product’s fitment chart. The 2007–2009 rows above are for the 6.7L engine.

The catalog does not specify a transmission, drivetrain, tank capacity or numerical bed length for each row. Its cab-and-chassis entries retain the same short-bed wording and need exact chassis/tank confirmation. Do not apply this pickup’s access sequence to a chassis cab, a long-bed tank or the later 6.7L vehicle merely because the product reference overlaps.

Confirm a low-pressure supply failure first

Record the original codes and available diagnostic data, then check actual diesel quantity, fuel quality, visible leaks and line damage. Follow active code-specific faults first. P0628 can originate in the relay or its wiring; P0148 also allows air ingress, pressure-control, sensor, return-flow, injector and high-pressure pump faults. An inaccurate fuel gauge can instead involve the module’s float or sender circuit.

Check the pump’s electrical supply

Use the genuine DRB III with its CH7000A vehicle cable and correct 2005 Cummins software for the factory lift-pump command. With the key OFF, unplug the tank connector and inspect its contacts. Use correctly sized Miller 6807 terminal adapters with the meter; do not spread the contacts with bare probes. On the harness, identify cavity 4 as the pump relay feed and cavity 1 as pump ground. Cavities 2 and 3 belong to the sender circuit; do not power them. Identify cavity numbers rather than copying a photograph’s left-to-right view. See the factory terminal-testing instructions.

During the prescribed key-ON, engine-OFF pump command, the original test requires more than 11.5 volts across the pump feed and ground. Resolve low or borderline voltage through the battery, relay and wiring diagnosis before condemning the module. Turn the key OFF before removing the test probes, then reconnect and lock the harness.

Measure delivery with the correct diesel flow setup

Establish the current VIN-specific acceptance criterion for the exact test apparatus before making a pump verdict. The original in-tank lift-pump test uses fitting 9014 at the injection pump’s low-pressure supply banjo, a securely retained diesel hose and a 1,000 mL graduated cylinder. Complete the fitting, hose and sealing arrangement in the tools table before opening that joint.

Before opening the supply banjo, stop pump actuation, turn the key OFF and isolate both battery negatives. Clean the known low-pressure inlet area, place an approved receiver and protective towel for residual diesel, and carefully open that joint. Fit the complete 9014 arrangement. Restore power only when the test connection is secured and its discharge is controlled; keep the high-pressure circuit closed.

With the sealed test setup connected, command the lift pump and first direct fuel into approved recovery. Move the running flow into the graduated cylinder for 10 seconds, then return the hose to recovery and stop the command. Compare the measured volume with the correct criteria for this arrangement. Keep alternative testers’ figures separate. Low delivery also requires checking the supply lines and filter before deciding the tank module is faulty.

After testing, stop the command, turn the ignition OFF and isolate both battery negatives. Contain residual diesel while removing the test connection. Restore the original low-pressure supply joint with its correct new sealing washers and tighten to 24 N·m (18 lb-ft). Restore power for a controlled pump run and inspect its seal. High-pressure testing or fuel-control-actuator repairs require their own procedures and are outside this module replacement.

Tools, parts and supplies

This inventory covers the stated diesel voltage/flow-test arrangement, four-door short-box access, tank handling and reassembly. The installed hoist, four supplementary stands, tank handler and diesel recovery station must be configured and inspected before work. Check actual loads, clearances, connector types and fastener heads; equipment ratings do not establish the truck’s service specifications.

Have the correct new tank seal and the complete test/drain connections ready before opening the system. Replacement ring, latch and line requirements depend on the observed condition and fitting type. Existing suitable tools may be used after checking their specifications and calibration. The half-inch SKT25302 set supplies the 18-inch manual breaker bar for the original 9340 ring tool.

DIY and professional cost estimates

These are illustrative planning allowances, not live listing prices or a shop quotation. Assume one module, a correct new seal, a reusable tank and serviceable existing retention hardware. Add any diagnosis or damage repair separately.

A workshop is often the practical choice when the required lifting, fuel recovery and diagnostic systems are unavailable. Buying basic hand tools alone does not provide the complete equipment needed to lower and restrain a diesel tank safely.

Replacement sequence: 2005 Ram 2500 5.9L short-box Quad Cab

Follow this sequence for the stated factory tank and single-rear-wheel configuration. Complete the diagnosis above, using the correct current flow criterion, before committing to removal. The factory diesel tank procedure and diesel module procedure control the access and installation.

1. Prepare the truck, work area and parts

Park on a hard, level surface, secure the transmission and parking brake, and chock the wheels before lifting. Allow the exhaust to cool. Arrange the extinguisher, protective equipment, clean caps and approved diesel containers. Have the matched new module and tank seal ready. Check the retaining ring, straps, line locks and required equipment before opening anything.

2. Finish the powered tests and isolate both batteries

Restore and leak-check the low-pressure test connection as described above. Stop the pump command and turn the ignition and accessories OFF. Disconnect, cover and secure both negative battery cables, one at each battery. Leave the positive terminals connected. For each later low-pressure fuel opening, clean the area and position containment before carefully separating the connection; do not assume it is empty.

3. Lift and support the vehicle; remove the left-rear wheel

If fitted, remove the wheel cap with its proper hand tool and loosen the left-rear wheel nuts while the wheel is supported. Use the installed, compatible frame-contact hoist and engage its mechanical locks. The original 2005 manual’s hoisting pages, 0-33 through 0-36 place front pads against the forward transmission-crossmember bracket flanges beneath the rails. Rear pads sit between the forward spring-mount bracket flanges and the rails.

Set the suitable supplementary stands beneath the front and rear frame-rail ends, matching their saddles, height and loads to the installed hoist. Confirm stability for tank removal; the tank handler is a separate component support. Remove the left-rear wheel after the truck is securely raised. This access step is required for the worked four-door short-box truck.

4. Drain through the tank’s filler connection

Clean the tank-top/module area. The factory one-way fill valve prevents ordinary siphoning through the filler cap. Loosen the clamp, disconnect the rubber fill hose at the tank and attach the approved diesel draining station through its correctly matched connection. Drain the tank before lowering it; the factory drain procedure provides no allowance to retain several gallons for removal.

The original short-bed diesel specification is 34 U.S. gallons (128 L). Confirm actual fuel quantity and available receiving capacity. A partly filled recovery cart may need approved transfers during draining; its nominal capacity does not establish available space. Follow the complete recovery system’s bonding, operating and transfer instructions, and keep clean diesel separate from contaminated material.

5. Support and lower the tank to its connections

Set the drained tank on the properly configured hydraulic tank handler, with its pads positioned for stable support. Remove the two strap nuts and both straps only after the handler carries the tank. Lower a few inches while watching the hoses and wiring. At the module, slide the red electrical lock upward, press the black release tab and withdraw the connector body.

6. Release the fuel connections and remove the tank

Record which line uses each module port. With the pump disabled and both batteries isolated, carefully disconnect the low-pressure supply and return using their actual latch types below. Contain residual diesel and cap the clean openings. Free every attached connection before lowering farther. As the tank clears the vehicle, fit and tighten the handler’s supplied nylon restraint before further lowering or transport. Fully retract the jack before rolling it.

Quick-connect release and reassembly checks

The tank procedure refers to the shared 2005 quick-connect chapter. Identify the actual latch type before choosing the release method and any required replacement retainer.

• Push-button or pinch-tab: press the single button, both buttons or the paired finger tabs as fitted, then withdraw the fitting. Do not pry the button or plastic tabs.
• Two-tab retainer: squeeze the tabs with fingers. The retainer stays on the male component; internal seals and spacer stay in the female fitting.
• Removable pull-tab: release the side catch before carefully lifting the tab with the specified hand tool. This style requires a new matching tab for installation.
• Full circular release ring: push the fitting inward and depress the ring squarely; withdraw while keeping it depressed. A correctly fitting open-end wrench can press the specified shoulder evenly.
• External safety latch: release and slide the tethered clip, or unlatch both arms and swing the hinged type aside. Use the specified FIH9055-1 separator for the internal fingers and restore the safety latch after reconnecting.

For reassembly, inspect and wipe the contacts, apply clean engine oil to the coupling contact as specified, and push together to the stop and felt click. Confirm retention with the factory 15–30 lb pull check and restore any safety latch. Stop for a damaged clip or internal seal; use the correct replacement connection or complete line. Do not transfer this coupling lubricant to the tank gasket.

7. Unlock and remove the old module

Keep the removed tank stable and restrained against ring-removal force. Clean the still-closed flange and record the module’s orientation. Engage Miller 9340 in the outer ring notches and turn counterclockwise with the matched 1/2-inch manual breaker bar. Control the module as spring force raises it slightly. Lift it clear without bending the float, collect residual diesel and discard the old rubber tank seal.

8. Inspect and install the complete replacement

Inspect the tank opening, locking features and fuel for damage or debris. Resolve contamination before fitting the new pump. Compare the delivered module with the removed unit, then install the correct new tank gasket and lower the complete module with its attached float protected. Keep the gasket free of unapproved sealant or lubricant.

Aim the embossed module arrow at the tank’s center alignment mark, with the fuel fittings toward the driver’s side. This orientation keeps the float from contacting the tank wall. Fit the retaining ring and use the same hand-tool arrangement clockwise until all seven notches engage. Inspect full seating. The installation endpoint is complete engagement; no generic ring torque or hammer method is substituted.

9. Reconnect and secure the tank

Raise the tank near the body on the handler. Reconnect and lock the module harness; return supply and return lines to their original ports and perform the latch and pull checks. Raise the tank fully into position without trapping a hose or wire. Install both straps and tighten the rear strap nut first, then the other, to 41 N·m (30 lb-ft). Remove the handler only after the tank is retained.

10. Restore the filler and wheel

Seat the filler hose in its original position and tighten its clamp to 3 N·m (27 lb-in). Inspect routing and clearance. Clean the wheel/hub mating surfaces; keep the single-rear-wheel cone nuts and studs free of oil and grease. Install the wheel and snug the nuts progressively in the factory eight-lug cross pattern while raised. Lower the truck safely until it is supported on the ground, then finish the same cross pattern to 197 N·m (145 lb-ft). Restore the cap if fitted. See the fuel-system tightening specifications, wheel installation instructions and 2500 service torque table.

11. Refill, restore power and prime

Refill with clean correct diesel through the approved transfer equipment and replace the cap. Reconnect both negative battery clamps and tighten to 4 N·m (35 lb-in). Apply a thin coating of the listed Super Lube 21030 to their exposed outer surfaces, keeping the mating contact clean. Follow the battery tightening and terminal-care requirements.

The self-priming procedure uses the electric lift pump: briefly engage CRANK and release the key to ON before the engine starts to obtain approximately 25 seconds of pump operation. The engine can start during this brief crank; keep the work area clear. Ordinary key ON usually runs the pump for only about 1–2 seconds. Inspect the closed fuel connections during the pump run, then attempt to start. Do not crank for more than 30 seconds at a time; allow at least two minutes of starter cooling between cranking intervals.

12. Verify the repair and all disturbed connections

Check the low-pressure supply banjo, module connections, filler and tank area for leaks during pump operation and after starting. Stop for leakage. Before reopening a low-pressure joint, stop pump actuation, turn the key OFF, isolate both batteries and arrange residual-fuel containment again. Confirm a plausible fuel-gauge reading after refill, stable starting and restored operation under the original complaint conditions.

Repeat the applicable supply test using the correct current criteria before returning the truck to service. Follow the diesel powertrain verification procedure: reconnect all components, review the repaired fault, clear codes only as directed and rescan. A persistent no-start or recurrent code requires diagnosis; repeated long cranking does not establish a repair.

Example of an in-tank pump and sender

Common mistakes to avoid

• Buying by model name alone. Short-bed diesel tank fitment, year and engine matter. The different long-bed module is not established as interchangeable.
• Condemning the module from a code. A relay-circuit fault, clogged filter, restricted line or a common-rail fault can leave the same symptoms after a tank pump is replaced.
• Reusing the tank seal. The factory procedure requires a new gasket whenever the module is serviced. Confirm its application even when a ring is in the package.
• Bending the attached float. Support the module through the tank opening and preserve the specified orientation; a disturbed sender can leave an inaccurate fuel gauge.
• Mixing supply and return connections. Record their original destinations and positively engage their own retainers before restoring the tank.
• Opening high-pressure injector lines to bleed air. Use the electric lift-pump priming procedure and its starter limits. The injector lines are outside this tank-module replacement.

Frequently asked questions

Is this the same pump as the CP3 injection pump?

No. This is the electric lift-pump module inside the fuel tank. It provides low-pressure fuel supply. The engine’s high-pressure injection system has different tests, components and hazards; a rail-pressure fault does not identify the tank module by itself.

Does this guide cover a 2009 Ram with a 5.9L engine?

The featured manufacturer’s 5.9L pickup rows end in 2007. Its 2007–2009 entries use the 6.7L engine. This written procedure is narrower still: the original 2005 Ram 2500 2WD short-bed 5.9L pickup configuration.

Can I reuse the old seal or lock ring?

The tank seal must be new. The retaining ring is a separate component: inspect it and the tank’s engagement features, and replace damaged or badly corroded retention with the correct part. A sound ring still has to engage completely during installation.

Does the kit need a loose float installed or a harness spliced?

The selected product photographs show an attached float and no external conversion pigtail. Compare the delivered module’s connector and plumbing to the truck before beginning. A mismatch needs the correct part or exact supported conversion instructions; the photograph is not a wiring pin map.

Will replacing the pump automatically clear P0628 or P0148?

Only a repair of the actual cause can resolve those faults. P0628 directs attention to lift-pump relay control and feedback. P0148 can involve low-side delivery, air, pressure control, injectors or the high-pressure system. Preserve the original diagnostic data and verify the repair under the conditions that caused the complaint.

Sources and further reading

The worked sequence uses the original 2005 Ram 2500 2WD diesel service information. Product coverage comes from the current selected listing and manufacturer. Use the exact apparatus instructions and vehicle-specific criteria for diagnosis; later code-specific guidance and a different test fixture are not interchangeable with the original general test.

• A-Premium FP0148 specifications and all seven application rows
• Original 2005 Ram service manual: diesel fuel section and hoisting diagrams
• 2005 5.9L in-tank lift-pump voltage and flow test
• Chrysler 14-001-10: later P0251 and idle-surge diagnostic branch
• Chrysler StarParts: flow criteria for the separate 8978 test apparatus
• 2005 diesel tank draining through the tank fill fitting
• 2005 diesel tank removal and reinstallation
• 2005 diesel module orientation, new seal and ring engagement
• 2005 diesel fuel-system tightening specifications
• 2005 tank capacity and configuration
• 2005 module connector identification
• Original terminal-safe meter testing instructions
• Shared 2005 quick-connect latch mechanics
• 2005 battery clamp tightening and terminal protection
• 2005 wheel installation and eight-lug pattern
• 2005 2500 single-rear-wheel service tightening table
• 2005 diesel self-priming and starter limits
• 2005 diesel powertrain verification
• 2005 5.9L P0628 lift-pump relay diagnosis
• 2005 5.9L P0148 common-rail discrepancy diagnosis

For a different, earlier installation, see our 1998–2002 Dodge Ram 5.9L external lift-pump replacement guide. That article covers an engine-mounted external pump and a separate product/application.