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G56 Poll
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Well looking at the poll numbers so far, I'd say the DMF is not failing as much as some members opinions post on TDR. At only 8% DMF failures, even though one failure is not acceptable, it is a low percentage. 23% in clutch failures is more troublesome to me then the DMF issue at 8%. I have a lot of miles left, until I start thinking of replacing the clutch, which at that time the DMF will be replaced with a solid flywheel.
The purpose of this poll was to confirm or prove it was a myth about the so called MASSIVE failures that some members seem not to be able to let go of. I don't consider 8% massive, and even though I seem to have an 8% percent chance of a DMF failure before the clutch fails, I'm not going cancel or worry about a trip, no more than I would worry about the overall reliability of my NV5600. Anything mechanical can fail, or there wouldn't be mechanics to repair them. I rely on AAA to rescue me if left stranded on the road, where I'm also covered for an RV tow if needed, so I never worry about that.
The purpose of this poll was to confirm or prove it was a myth about the so called MASSIVE failures that some members seem not to be able to let go of. I don't consider 8% massive, and even though I seem to have an 8% percent chance of a DMF failure before the clutch fails, I'm not going cancel or worry about a trip, no more than I would worry about the overall reliability of my NV5600. Anything mechanical can fail, or there wouldn't be mechanics to repair them. I rely on AAA to rescue me if left stranded on the road, where I'm also covered for an RV tow if needed, so I never worry about that.
First, I would like to point out that I sympathize with any G56 owner who had a DMF failure and I'm not trying to minimize thier failures. I think I have read all, or any threads related to the G56 because I am an owner of one, and not just on this site as well, to help to keep me informed. I have read about failures of the DMF's on our trucks, but not enough to change my opinion, or would cause me to sell my truck or worry about it.
Your choice in the Aisin trany was good for you in your C&C, but was not for me. I like to pick the gear I want when I want and what RPM I want to pull or descend a grade with. You have repeatedly posted remarks on the G56 and the DMF as a total failure, and I think this poll speaks for itself, and I was not just trying to convince myself. I started this poll for a couple of reasons 1) To help others for an informed decision with respect to their decision to buy or not to buy a G56 in the future. 2) To see if I was being blinded by brand loyalty. I have repeatedly stated, I dont like the DMF, but that doesn't mean I think it is a total failure.
It was a very difficult decision, picking an unpopular trany at the time I ordered my truck. When I was doing my research, I had many conversations with a couple of trany techs and still had some unanswered questions. The possible DMF failure was one of the questions, and except for a few known failures with the first production, all the techs gave a thumbs up. The reason, little was known about the G56 in late 06 and early 07 was that Dodge recalled the first G56 trany's in the first production of them in mid year 05, that had other issues and not because of the DMF. It was bad enough to suspend the manual trany option and you could not get a manual for about six months and orders were put on hold who had ordered them. I think your opinion is wrong, but it doesn't mean I think badly of you for it, and I don't think I deserve a condescending attitude about it. I'm just trying to straiten the facts out for other individuals that like a manual trans behind the most reliable diesel engine in the history of light duty trucks.
The auto transmissions options at the time, was a questionable 4 speed or the new and little known Aisin, pertaining to the Cummins in a Dodge. I don't trust auto's and even though the Aisin has a 180K mile warranty, my personal opinion did not change, even after a few test drives. I do not like the OD setup in the Aisin and took a risk on the G56, in which, so far I have not been disappointed. Over the last three years they have performed just as well as the NV5600, which also had a few failures of their own.
Yes I was aware of Fords DMF failures, but you have forgotten to include GM,s failure as well. I plan to change out the DMF with a solid flywheel when the clutch or the DMF fails! I'll repeat it one more time, I don't like the DMF, but for the options and expert opinion's expressed to me at the time I ordered and purchased my 07 C&C with the G56, it was a gamble I was willing to take.
BTW, the plastic gears and paper synchronizers are doing just fine. :-laf
are you sure AAA will help? I looked into AAA, and the fine print read, no commercial vehicles (strike 1), no dually trucks (strike 2) and no trailers (strike 3)
so, as it sounds to me, they wouldnt do jack except take my money for member dues
If you are attributing that comment to me, you are confused. I have not said the DMF is a total failure, maybe that is your accumulated opinion after reading many posts.
What I have said, and will continue to say, is the DMF assembly will experience early failure if used for heavy towing. It will, and it does.
My first direct exposure to a late model Dodge Ram with G-56 and DMF occurred in mid-2007 when I was transporting out of Indiana. I had my old Travel Supreme fiver up there set up in a dumpy old mobile home park in Avilla, IN as my home away from home. Just outside the park and behind my trailer across the road was an independent mechanic's shop. I got to know the owner and we became good friends. He did a little work on my truck including replacing a failed air conditioner compressor.
He had a good friend he had known for years, a local guy who was also an RV transporter. The friend had a 2006 Dodge Ram similar to my 2006 but had the G-56 and DMF. That guy had owned his Dodge longer than I had owned mine and his truck had about 60k to 80k miles more than mine did at the time.
The other truck was in my friend's shop once when I was taking a log reset day or two off and he told me about the problem he was having. The truck had 235k miles on it at the time and was down with a bad DMF flywheel assembly and clutch for the third time. They had replaced a complete DMF assembly and clutch twice already and were deciding whether to change the truck to a standard solid flywheel and clutch assembly. (235,000 divided by 3 equals roughly 78,000 miles) I don't remember what he told me they cost but the complete DMF assembly and clutch was more than the poor RV transporter could handle every 6 months.
My mechanic friend asked me if I knew anyone else that was having the same problems because he was troubled about the decision to replace the DMF with a solid flywheel. His concern was the aluminum case of the G-56. He was worried whether the transmission could handle the shock loading of the mighty Cummins against a heavy trailer with a conventional flywheel. I didn't have first hand knowledge of the DMF but told him I had asked around and thought about it before I ordered my truck and opted for the 48RE which I didn't like rather than take the risk on the DMF which I liked less. They ended up replacing the DMF with a conventional flywheel.
I don't know the rest of the story. By the end of October 2007 fuel prices were high and climbing, the rates the transport companies were paying were not rising as fast as fuel prices, RV sales were beginning to slow, and I was getting tired of living on the road. I returned to IN after a trip and decided I'd had enough. I hooked up my old TS and returned home. I'm sure the other transporter ended up doing something different also.
I've heard of other trucks with similar experience. The DMF is not a good choice for RV transporters, hotshotters, or other applications where the truck is required to pull a heavy trailer daily.
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HBarlow, I never said they were fool proof and If your going to tow at GCVWR recommendations then your fine. If your friend that you mentioned were still using the DMF after three failures towing heavy over the GCVWR then he got what he paid for. You don't seem to want to get the point of this thread and poll. It is a known fact that the DMF is weak, if your going to tow heavy, sled pull, extreme 4X4 or over tax your truck other than what it was intended for, then you can expect failure. But using the stock G56 in a normal application, your chances are good that it will have a long life that would be expected. But lets get back to the point of this poll, they are not failing as you have suggested, and at less than 8% failure seems to prove my point.
Here are the points we can agree with
1) The DMF can fail.
2) Using your truck beyond the GCVWR can cause premature failure.
3) The DMF is not a desirable application.
4) At time of failure it should be replaced with a solid flywheel.
Here is what we don't agree with.
1) It is an acceptable risk/choice.
So lets break it down to reality. You cant buy a standard option without it, so if you plan on it failing you must consider cost of replacement. The cost will not be as high as the auto trany option, and if you use your truck as it was intended theres a good chance you will get normal use out of it and no extra cost will be incurred.
I'll say it one more time. I don't like it, so when there is a failure it will be replaced with a solid flywheel For those of us that don't like the Auto's, we can make an informed decision
Here are the points we can agree with
1) The DMF can fail.
2) Using your truck beyond the GCVWR can cause premature failure.
3) The DMF is not a desirable application.
4) At time of failure it should be replaced with a solid flywheel.
Here is what we don't agree with.
1) It is an acceptable risk/choice.
So lets break it down to reality. You cant buy a standard option without it, so if you plan on it failing you must consider cost of replacement. The cost will not be as high as the auto trany option, and if you use your truck as it was intended theres a good chance you will get normal use out of it and no extra cost will be incurred.
I'll say it one more time. I don't like it, so when there is a failure it will be replaced with a solid flywheel For those of us that don't like the Auto's, we can make an informed decision
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I never said once that the fellow RV transporter up in Indiana was hauling heavy. He didn't have a CDL and the company he hauled for didn't allow non-CDL drivers to haul trailers that would exceed 26k.
You must learn to debate on the facts or on the actual statements made, not with the weasel words you are fond of inserting to alter the meaning of the other party's statements.
You must learn to debate on the facts or on the actual statements made, not with the weasel words you are fond of inserting to alter the meaning of the other party's statements.
28,000 / 3 clutches; the problem seems to originate from the hydraulics. They don't adjust properly therefore frying the flywheel and clutch. The DMF setup is obviously least desirable, but it is smooth. Smoothest shifting gearbox I have ever driven. For those concerned with the aluminum case remember most class 8 truck transmissions are aluminum cases. overdrive a little tall, slow just slow down a little. Excellent ratio's if you are serious about tugging. The trouble is all worth it when the automatic owning crowd rides in it and says trade ya.
Now who is playing with words, "not to exceed 26K", tell me, what is the Dodge recommended GCVWR of an 05. 5 thru 09 MY, with the G56, 3500 DRW CTD, with a 4:10 rear rated at? I thought we were having a half way decent conversation until the weasel comment. When you get off of your high horse and stop looking down at us little people, you can see my WORDS were not meant to insult you. I used to have respect for you and your extensive knowledge, but maybe I was wrong about your knowledge if your so stubborn, you will never learn from others experiences. You can't seem to see when even other owners of the G56 don't agree with you, at least you could just agree to disagree. But you have to make it personal. I will make it a point from now on to not to respond to any more of your comments posts or threads so you won't have to worry about my so called altering of your words.
Try not to get all emotional when someone disagrees with you and challenges your statements or conclusions. It's only a discussion.
My C&C is rated at 24k GCW IIRC, my '06 dually was rated at 23k GCW IIRC.
Are you saying that a Dodge with G-56 and DMF will be completely durable towing at a GCW of 23,000 or 24,000# but 26k would be considered towing heavy and overloading the truck? I think that's a stretch.
I guess neither or I anyone else has precisely defined the meaning of "hauling heavy" but I think of a GCW of 30k or 40k as hauling heavy with a dually Dodge. Lots of guys have been doing it for years with earlier trucks with NVG-5600 transmissions and I pulled at 30k a few times with my '06 w/DTT but don't recommend it.
My C&C is rated at 24k GCW IIRC, my '06 dually was rated at 23k GCW IIRC.
Are you saying that a Dodge with G-56 and DMF will be completely durable towing at a GCW of 23,000 or 24,000# but 26k would be considered towing heavy and overloading the truck? I think that's a stretch.
I guess neither or I anyone else has precisely defined the meaning of "hauling heavy" but I think of a GCW of 30k or 40k as hauling heavy with a dually Dodge. Lots of guys have been doing it for years with earlier trucks with NVG-5600 transmissions and I pulled at 30k a few times with my '06 w/DTT but don't recommend it.
G-56 Poll
The hyd went first at abt 80 some thousand--had the clutch slip when towing abt 21000 so we went to SBC abit grabby and abit noisy but once you get used to it, it works good--I am told that it is good for 500,000 miles--the G56 you cannot speed shift it--I like it alot. H Barlow keep up the good work, I like to read your posts.
The hyd went first at abt 80 some thousand--had the clutch slip when towing abt 21000 so we went to SBC abit grabby and abit noisy but once you get used to it, it works good--I am told that it is good for 500,000 miles--the G56 you cannot speed shift it--I like it alot. H Barlow keep up the good work, I like to read your posts.
G56 Reliability
I just paid a dealership $600+ to have my G56 rear output shaft seal and flange replaced because of an "agressive" fluid leak. I found that there is an existing Service Bulletin to replace the flange and seal for my '06 3500 G56 in the event of seepage because this block of flanges are defective. It seems to me that it should have been recalled since this was a known defective part - especially since I had the truck towed in to the same dealer for smoke coming from underneath in the same area while it was still within warranty mileage. I asked the dealer rep to ask for some relief from Dodge but they said that milage was too high (54k)
Is Dodge building 50k trannies now? Anyone else had this problem?
I just paid a dealership $600+ to have my G56 rear output shaft seal and flange replaced because of an "agressive" fluid leak. I found that there is an existing Service Bulletin to replace the flange and seal for my '06 3500 G56 in the event of seepage because this block of flanges are defective. It seems to me that it should have been recalled since this was a known defective part - especially since I had the truck towed in to the same dealer for smoke coming from underneath in the same area while it was still within warranty mileage. I asked the dealer rep to ask for some relief from Dodge but they said that milage was too high (54k)
Is Dodge building 50k trannies now? Anyone else had this problem?
We installed an "AE" version of the G56 in my buddies 93 W350, which had a bombed 96 engine and 3. 5 gears. It has the South Bend CON OFE clutch and the upgraded slave cyl. It is a service truck and weighs about 13-15k lbs. He loves the ratios and is happy with the swap. We changed out the Getrag 3 times before doing this "upgrade". Shadrach
My 07 3500 dually clutch went out at 170K miles. Put a South Bend clutch in it and has been noisy and just plain obnoxious since it was installed. Went by South Bend and drove the truck with one of thier guys in it and they said it sounded fine. It has been getting worse and I just lost the clutch at 202K miles while towing through Gallup, NM. I have been here 3 days now and the new clutch disc, pilot bearing, and throwout bearing should be here today so I can get on my way. SB said the input shaft on the trans probably caused the clutch disc hub to seperate from the disc causing the failure and they won't warranty it. I bought another disc from them and am having it installed now and will be back by them sometime this month with the disc in hand. They told me they would warranty the disc if I would have the trans rebuilt with a new input shaft. I just do not have the time to wait around Gallup when I should have been in Chicago yesterday. Anyone else hear of an input shaft bearing failure for the reason their clutch went out?
I broke with my dually and 44' 5er in Arizona on I-40 and have AAA RV Plus coverage. It took them hours to get me towed (I ended up calling a tow company in Gallup, then called back to AAA Arizona and finally got it done) but they have been good to me over the years. I am still in Gallup waiting to get my clutch fixed, but at least I got here and AAA and Speedway Towing have been fine.
hmmm, maybe ill have to look into it again and see if they have a commercial version or something. Ive only been stranded 3 times... nv5600 went out of the 04 with 60k on it, lift pump went out of 04 with 81k on it, and the 3rd time i had a wheel bearing explode on my gn which then destroyed the tire, hub, and brakes. heres ya secret... if you can, change where your weight is on the trailer, and use a ratchet strap the pull the axle up and drive it home... lol i know, very redneck but ya gotta do what ya gotta do
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Back Issues
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Buyer's Guides
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