Just wondering if anyone has seen an update about the guys (or maybe only 1...BUCK) running dodge trannies.
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Dodge Trans Swaps
- Thread starter SBCNX20
- Start date
Everything i have is hear say, it's all i can submit.
200 lbs lighter, no granny type gear, lower OD gear, no computer, input is based on TPS, weak shafts budget R and R. No word on converter lock up and controlling same. The swap hasn't been "debugged" yet and needs to be more civilized for the street. The "one to use" is the 47 or 48? Not sure on that.
Initial swap costs projected in the 7k range.
Some claim 5 tenth reduction off the bat...
200 lbs lighter, no granny type gear, lower OD gear, no computer, input is based on TPS, weak shafts budget R and R. No word on converter lock up and controlling same. The swap hasn't been "debugged" yet and needs to be more civilized for the street. The "one to use" is the 47 or 48? Not sure on that.
Initial swap costs projected in the 7k range.
Some claim 5 tenth reduction off the bat...
"Apparently you have looked into it!! Why the big gain in ET's?? Less weight??"
E.T Drop = Less hp to turn + Quicker Shifts, along with Infinite Stall Speeds.
E.T Drop = Less hp to turn + Quicker Shifts, along with Infinite Stall Speeds.
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What about using a 4l80? They can easily bolt to a Dmax. I beleive there are manaul bodies and trans brakes for them. Rossler IIRC.
i would stay with the ally till it can not hold the power then if u get that big then switch to the dodge
I can say this. The built dodge trans shifts much faster and smoother under serious power. Shafts shouldnt be weaker, you need billet shafts at this horsepower level anyways. No granny gear rocks, comes out a lot nicer. I dont have the conversion, but a built dodge and duramax both SC trannies.
Using a 47RE Dodge trans in a Duramax will save about 200 pounds, lose an unwanted gear ( 3.10 first ), better ratio's throughout the gears, unlimited converter stall and coupling combinations, lighter geartrain rotating mass, and last but most importantly, NO DEFUEL.
Every time we defuel the Duramax the turbo loses some momentum that it can never regain back.Buck dropped at least .5 on his et because of this and now his tuner is taking credit for finding the lost scrolls that gave him the extra power. For the dedicated drag racer looking for every advantage possible, this is good.
Using a 47RE Dodge trans in a Duramax will save about 200 pounds, lose an unwanted gear ( 3.10 first ), better ratio's throughout the gears, unlimited converter stall and coupling combinations, lighter geartrain rotating mass, and last but most importantly, NO DEFUEL.
Buck dropped at least .5 on his et because of this and now his tuner is taking credit for finding the lost scrolls that gave him the extra power. For the dedicated drag racer looking for every advantage possible, this is good.
So would you not recommend this for a daily driver/direct replacement of the allison?
Using a 47RE Dodge trans in a Duramax will save about 200 pounds, lose an unwanted gear ( 3.10 first ), better ratio's throughout the gears, unlimited converter stall and coupling combinations, lighter geartrain rotating mass, and last but most importantly, NO DEFUEL.
Buck dropped at least .5 on his et because of this and now his tuner is taking credit for finding the lost scrolls that gave him the extra power. For the dedicated drag racer looking for every advantage possible, this is good.
Is this because of the physical design of the trans?
Is there anything we can do to lose some of the mass from the ally like maybe drop a gear and all the plates associated with it? For example, I have no use for 6th in my LBZ as I have 35" tires. Could we drop those plates not used for 6th?
I can't wait until I get to Mike's shop to see the insides of these things to better understand how they work. So forgive me if my questions sound foolish.
I think your 6th uses the same clutch packs, it just applies different clutches for the extra gear. Just a different valve body and possibly TCM. I'm no expert, this is going off of memory.