After destroying four gearboxes - a common problem when the G56’s aluminum case is exposed to the earth-twisting torque a modified Cummins creates - the tried and true (cast-iron case) NV5600 became the truck’s saving grace.
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Iron Over AluminumĪlthough the truck left the assembly line packing a G56 six-speed manual transmission, it was scrapped long ago. On the ECM side, a Smarty Touch S2G Programmer is used to tie all the truck’s modifications together, electronically.
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Based on the BorgWarner S300 series, the 66mm charger spools quick and produces 53 pound of boost at full tilt. He ended up settling on an age-old favorite: the PhatShaft 66 from Industrial Injection. He was tasked with finding a charger that could keep the truck drivable at low rpm (not laggy, or worse, smoky), yet provide strong midrange and exceptional top-end performance. When it came time to spec the perfect turbocharger for the engine, Jake had his work cut out for him being that the truck was heavily fueled and manually shifted. To keep the injectors happy, a Dual Fueler CP3 injection pump system from Pacific Performance Engineering is employed, along with an AirDog lift pump that flows 150-gph.
The injectors currently feeding the engine were built by Exergy Performance and feature nozzles that flow 80 percent more fuel than stock. compound turbos) ever make it into the equation. He did this for two reasons: 1) large electronically controlled injectors can be detuned (dialed back) via tuning to match the engine’s airflow capability, and 2) large injectors provide room for growth, should more airflow (i.e. Like many modern day diesel enthusiasts, Jake chose a huge injector when it came time to upsize from stock. (Read about the renowned Scheid Diesel Extravaganza.) Stoking the Fire The head anchors to the block via ARP’s exotic material, Custom Age 625+ head studs. While there, the 125-pound chunk of cast-iron was also fitted with oversize valve seats and a set of 5,000-rpm valve springs. After being sent off to the Cummins gurus at Scheid Diesel, the 24-valve head was cut to accept fire-rings (for an uncompromising combustion seal). However, the top-end has received considerable upgrades in order to withstand elevated boost and cylinder pressure. “The VP44 truck (’98.5-’02) I had before it just didn’t have the power that the common-rail 5.9L does,” Jake told us.īecause the ’03-’07 5.9L Cummins’ rotating assembly is known to handle in excess of 800-rwhp before stronger rods and different pistons need to be considered, the short block in Jake’s Ram is 100 percent stock. While he’d previously owned an older 5.9L Cummins-powered Dodge, it wasn’t the third generation body style or (more importantly) equipped with common-rail injection. Jake Bosie certainly thought so, as he jumped at the chance to buy this ’05 Dodge Ram 3500 that he found sitting at a local dealership. In the eyes of many, combining the B-series inline-six with a standard transmission offers the best of both worlds: steadfast durability and utter simplicity. And as always, if you need assistance in determining the correct parts for you and we would be happy to help.A manually shifted, Cummins-powered Dodge Ram is the quintessential truck for most diesel enthusiasts. Whether you are just looking to keep transmission temperatures down with a double deep, finned transmission pan, or a full blown billet transmission, we’ve got you covered. For those that have either had a complete failure of the transmission or its simply time for an upgrade, we also offer complete transmission packages in various levels depending on the horsepower and use of the truck. However, with the ease of adding additional horsepower and the overall capability of these engines, truck owners routinely see failures prior to this mileage.įortunately, with the addition of several aftermarket upgraded components, the 47RH and 47RE transmissions can be built to handle substantially higher horsepower and larger loads, all while lasting considerably longer than the factory unit. Several years later, the 47RE was released, and again, with a stock engine and light loads, they would last for 100,000-150,000 miles.
The 47RH that debuted in 1994 were adequate at best, but considering the low output of these engines, they faired relatively well at stock power levels and moderate towing. If there is one thing that could be considered to plague the Dodge Cummins powertrain, it has been the use of their four speed transmissions over the years.