G-56 Transmission Torque Girdle

[MikeGenova]

Have any of you guys ever seen or heard of the Transmission girdle for the G-56?



G56 Tork Shield Girdle 6 Speed Manual Transmission



Do you think it would help stop the problems of shearing gears and gernading the G-56 in high horsepower applications?

 

[HBarlow]

Have you read Joe Donnelly's article on the G-56 in TDR issue #71 just mailed out to subscribers?

Joe mentioned a girdle in the article he wrote after spending time with the experts at Standard Transmission in Fort Worth, TX tearing down and rebuilding G-56 transmissions.

As I understood his comments, he felt like the girdle was needed. I don't think he went so far as to say that would correct the inherent weaknesses of the G-56.

The G-56 does not sound like a very robust unit from what Joe wrote.

 

[MikeGenova]

Yeah, I did not recieve issue #71 yet. I gave lazarsmith a call and talked to them and it seems like it would definately help. He explained to me what happens under high stress and how this girdle would help. Might be money well spent.

 

[ENafziger]

I've had my eye on this for awhile. It's one of those things that I probably should do, but the money just isn't there right now.

Mike is a great guy though, and I wouldn't hesitate buying from him again!!!

--Eric

 

[RVTRKN]

That seems to be something needed, if your going to tow above the GCVWR, but I wouldn't waist your money if you tow under that. Despite what some say, the G56 is an adequate transmission designed for the GCVWR. If your going to hotshot at 30K for most of its life, then its money well spent.

 

[SRadke]

Not like I scour the web for them but I've heard very few stories of G56 failures. From my experience and that of my close friends the G56's are holding up better than the NV5600 did. I have over 50 sledpulls at 650 hp-1250 ft/lbs on mine as well as some heavy towing and it has been flawless. I've changed the oil twice now and found a clean magnet every time.

-Scott

 

[RVTRKN]

SRadke, How many miles do you have on it?

 

[HBarlow]

Not like I scour the web for them but I've heard very few stories of G56 failures. From my experience and that of my close friends the G56's are holding up better than the NV5600 did. I have over 50 sledpulls at 650 hp-1250 ft/lbs on mine as well as some heavy towing and it has been flawless. I've changed the oil twice now and found a clean magnet every time.

-Scott

I've only read about one or two failures myself but when the guys at Standard Transmission and Joe Donnelly talk about the weaknesses and failure rate I listen. They know what they're talking about.

Did anyone ever offer a girdle for the NV-5600?

 

[ENafziger]

Not like I scour the web for them but I've heard very few stories of G56 failures. From my experience and that of my close friends the G56's are holding up better than the NV5600 did. I have over 50 sledpulls at 650 hp-1250 ft/lbs on mine as well as some heavy towing and it has been flawless. I've changed the oil twice now and found a clean magnet every time.

-Scott<!-- google_ad_section_end --> <!-- / message --><!-- sig -->

Wow! Good record there! Are you running the TNT/R 4,000 rpm tune when you pull? How may miles are on the truck? Do you spray water to keep things cool when you pull? What gear do you pull in?

From reading other forums, most of the G56 failures start occuring at 700 hp+. These include cracked bell housings, 4th, 5th, and 6th gear failures, etc. Some people with 500 hp+ have problems too, but that mostly comes from lugging the engine at heavy throttle under 1600 rpm.

--Eric

 

[MikeGenova]

Yeah maybe I am over thinking this one a little bit. It just seems like everytime I pick up a new issue of diesel power there is a story of a guy who gernaded a couple g-56's and went to a nv5600 and has been trouble free

 

[HBarlow]

The G-5600 had a cast iron case and weighed approximately 360 lbs. It was not perfect by any means but was a much more substantial truck transmission than the G-56.

 

[SRadke]

Wow! Good record there! Are you running the TNT/R 4,000 rpm tune when you pull? How may miles are on the truck? Do you spray water to keep things cool when you pull? What gear do you pull in?

From reading other forums, most of the G56 failures start occuring at 700 hp+. These include cracked bell housings, 4th, 5th, and 6th gear failures, etc. Some people with 500 hp+ have problems too, but that mostly comes from lugging the engine at heavy throttle under 1600 rpm.

--Eric

TNT/R, 4th gear, Big turbo's, no water. My pulling tune dyno'd 655-1275 and runs smooth. Good temps and very little smoke.

Currently 50k miles, been over 500 hp for the last 40k. And I tow it heavy from time to time.

 

[Shadrach]

My buddy and I both chose to convert our trucks to the G56, mine from a NV5600 ( long story ) and his ( 93 W350, 96 CTD, Dana 80 w/3. 54 ) from a Getrag ( broke the first 3 ) Until now I haven't really heard much bad press about them. We both run SBC CON OFE clutches. His is a mechanics service truck and mine just hauls the TT. Shadrach

 

[RVTRKN]

The NV5600 had its issues as well, but is a good transmission. It was my first choice, but no longer offered, so it had to be the G56. When its time to repair, and I don't consider the clutch/flywheel replacement part of this equation, the decision to change out the trans will be considered. Now I've found out that the Eaton FSO-8406A transmission might work, I'm going to keep my eyes and ears open to this idea.

 

[Joseph Donnelly]

The NV5600 doesn't need a girdle, just the Std. Trans. Power Lube Package and a slightly higher than stock lube level. I was unaware of any commercial G56 girdle when I talked to Std. and came up with the idea of a girdle. However, the commercial unit in the link above might keep the trans from shedding heat well, and does not address the concern as I envisioned doing so. I would make a girdle along the top of the trans where it spreads, perhaps with one or more "load bolts" down to the case to help keep it from spreading upwards under high torque load. The G56 seems to be adequate in stock form for loads and towing within Dodge's recommendations, although if trailer weight got to 10,000 pounds or more, I would begin to have some concern.

 

[Shadrach]

Interesting specs on the Fuller http://www.roadranger.com/ecm/group...roadranger/documents/content/rr_trsl-0191.pdf
Shadrach

 

[ENafziger]

Interesting specs on the Fuller http://www.roadranger.com/ecm/groups..._trsl-0191.pdf
Shadrach<!-- google_ad_section_end --> <!-- / message --><!-- sig -->

That is interesting. I'd like to see something with a better torque spec than the 860 ft-lbs though... that's a very mildly upgraded 5. 9L.

By comparison, do you know what the advertised torque spec is for a G56? NV5600? NV4500? Getrag360?

--Eric

 

[HBarlow]

That is interesting. I'd like to see something with a better torque spec than the 860 ft-lbs though... that's a very mildly upgraded 5. 9L.

By comparison, do you know what the advertised torque spec is for a G56? NV5600? NV4500? Getrag360?

--Eric

I don't remember ever seeing the torque specs in writing but I wonder if the torque specs are suggested in the nomenclature for each transmission? G-56 = 560 ft lbs. NV-5600 = 560 also.

 

[cerberusiam]

IIRC, the G56 is rated at 610 ft\lbs with TQ management. Not much wiggle room for growth either.



Big part of the reason why the auto outpowers the manual in the newer trucks.

 

[RVTRKN]

The G56 does not effect the 6. 7 programing/logic, and it is the same as any other program/logic where the HP/TQ is controlled by the computer. Torque Management is just a popular term being thrown around because the auto communicates with the ECM and will change the program/logic because they now have the capability. I make the choice which gear I want to run, and the only thing that keeps me from blowing up my engine is the rev limiter. I can't say it enough, that my truck ECM does have a detuned version of the regular pickup, but its not TM, its HP/TQ controlled from the program/logic, and does not change while I shift through my gears. The only time I have a change in program/logic is when its in regen. And its the ECM thats getting the info from inputs from the DPF, controlling that, not my trans. Its one of the benefits to owning the manual, and needed when I'm limited to only 305HP.