My truck is heavy...

[kenny61]

The 03 dually has a 3. 73 rear. No sale. Just give the last 9 digits of any VIN to your local dealer parts dept and they will tell you whats what.



Also the SC Transport Police emailed me back and said I was fine running around SC without a DOT number or CDL license, but next year will be different.....



Ken

What changes next year, And is it ok to go over the GVR?

 

[kenny61]

Its exempt cause the portable tank is under 1000 gallons. Petroleum impacted water is also exempt from Superfund regs or any haz waste regs.



Thanks for checking though!



Ken

Thats why I went with time bomb.....

 

[HBarlow]

I weighed my truck yesterday at the dump it was 7180lbs empty with me and the dog in it. KLaubers rig was something like 9800 with the trailer attached. To be conservative, due to the truck being different years,etc etc. I figure the tongue weight has to be at least 2k the way he had it loaded at the time he scaled it.

You're estimating KLauber's tongue weight using your truck's weight and his gross combined weight before he filled the poly tank with 500 gallons of water. What value is that?

With that large poly tank filled with water his tongue weight is going to be several thousand pounds heavier than your estimate.

 

[HBarlow]

WHat about an 08 dually with manual and 3. 42 rear? Its a truck that just came in to the local dealer via trade-in from Ft. Worth, TX and has only 41K miles. It has ball hitch in the bed and a really awful trim package on it (skirts, roof spoiler, barbed wire striping ) I'm gonna drive it on Monday after they service it.

Ken

You certainly don't want that thing for two reasons. One, the 3. 42 gears would be a very bad choice for anything other than interstate cruising empty. A truck with 3. 42 gears would be useless on the slow speed two lane highways with low speed limits of your area. You would be slipping the clutch on launch and unable to use anything higher than fourth gear when pulling your trailer.

Second, Dodges with manual six speeds beginning in '06 use the lousy dual mass flywheel assembly to reduce NVH (noise, vibration, and harshness) generated by the power pulses of the mighty Cummins inline six at low rpm. There are numerous and growing numbers of complaints here in TDR forums from G-56 owners who report early and repeated flywheel and clutch failures. Towing a heavy trailer everyday you would be lucky to get 50,000 miles out of a flywheel and clutch assembly on that truck.

Believe me, you will be much happier with a late model six speed automatic or a pre-'06 with NV-5600 six speed, either one with 4. 10 gears.

Edit: Besides that, that truck almost certainly arrived at your local dealer via a big auction in the DFW TX area. It went to an auction because it wouldn't sell wherever it was traded in and it might have been a repo.

Fender skirts and barbed wire striping? I wouldn't be seen test driving that POS let alone owning it.

 

[kenny61]

You're estimating KLauber's tongue weight using your truck's weight and his gross combined weight before he filled the poly tank with 500 gallons of water. What value is that?



With that large poly tank filled with water his tongue weight is going to be several thousand pounds heavier than your estimate.

The value is that since a class 5 is 1200# tongue weight it as already more than likely overloaded...

Part Number: 41923 (Now Available)





Description: Ultra Frame Receiver



Finish: Black Powder Coat



Warranty: Limited Lifetime





Weight Carrying: 1200/12,000 lbs. (TW/GTW)



Weight Distributing: 1400/14,000 lbs. (TW/GTW)





Weight: 69 lbs.



Size: 26" L x 37" W x 9" H

 

[Barry]

Gentlemen:



I appreciate the volumes of information that has been exchanged here. It has cleared up a couple of gray areas for me as a dealer sometimes delivering units to my dealers... ... ... ... .



BUT LEAVE THE PERSONAL ATTACKS AND NAME CALLING OUT OF THIS EXCHANGE.



... ... ... ... ... and we thank you for your support.

 

[NIsaacs]

I respectfully disagree, 3. 42 gears, 6spd and Cummins is a good choice. On both my Dodges, (3. 55's) I can launch any load in 1st gear easy. The Ford does have 4. 10's, however I built it for off highway logging roads and big loads. When I hit the freeway it goes in the big hole. Two overdrives.



Nick

 

[KLauber]

You certainly don't want that thing for two reasons. One, the 3. 42 gears would be a very bad choice for anything other than interstate cruising empty. A truck with 3. 42 gears would be useless on the slow speed two lane highways with low speed limits of your area. You would be slipping the clutch on launch and unable to use anything higher than fourth gear when pulling your trailer.



Second, Dodges with manual six speeds beginning in '06 use the lousy dual mass flywheel assembly to reduce NVH (noise, vibration, and harshness) generated by the power pulses of the mighty Cummins inline six at low rpm. There are numerous and growing numbers of complaints here in TDR forums from G-56 owners who report early and repeated flywheel and clutch failures. Towing a heavy trailer everyday you would be lucky to get 50,000 miles out of a flywheel and clutch assembly on that truck.



Believe me, you will be much happier with a late model six speed automatic or a pre-'06 with NV-5600 six speed, either one with 4. 10 gears.



Edit: Besides that, that truck almost certainly arrived at your local dealer via a big auction in the DFW TX area. It went to an auction because it wouldn't sell wherever it was traded in and it might have been a repo.



Fender skirts and barbed wire striping? I wouldn't be seen test driving that POS let alone owning it.

Yeah its gross looking. If i bought it, the skirts would be gone. I haven't rowed in 20 years so it would be new again. I'll troll the G56 forums for more advice and talk to GCroyle who works for Perfection clutch to pick his brain. Harvey thanks again for thinking of things I hadn't.



Ken

 

[KLauber]

SHow us the Furd

I respectfully disagree, 3. 42 gears, 6spd and Cummins is a good choice. On both my Dodges, (3. 55's) I can launch any load in 1st gear easy. The Ford does have 4. 10's, however I built it for off highway logging roads and big loads. When I hit the freeway it goes in the big hole. Two overdrives.



Nick

WOuld love to see that CTD Furd. WHere are pics?



Ken

 

[Barry]

The NV 5600 trannie has a 0. 73 final ratio while the G56 has a 0. 79 final. 4:10s behind a G56 is gonna be tight... ... ... ... ... You would be in high gear by the time you were 40 mph.



On the other hand, the 3:42s are really tall behind the NV 5600... .....



NV 5600 with the 3:73 was about as perfect of a combo as you could get.



My G56 with 3:73s is a little on the tight side. After 70 mph, engine gets real busy.



mi dos centavos... ... ... ... .....

 

[Mark31]

Several of you guys have talked about the trans differences in overdrive. But what about the other end? It strikes me that the more critical area of concern in Ken's application is the bottom end. He probably won't spend too much time over 70 with his load. How about the new G56 ratios (higher overdrive) and a 4:10 rear, for example? I met a fellow over at Flyin J years ago that "said" he had a deeper low in his trans. What are the differences in low ratios in the 2 G56s and the 5600. How much is a conversion clutch for the G56? All this kinda makes the 6 speed Chrysler and Aisin look inviting. But I don't think Ken (I think wisely, considering all) wanted to try to break the bank. Ken, Proverbs 3: 5-6! Mark Nick, no jab at you intended. We all probably have a different "comfort level" for low launches, you being able to do it better than most! Mark

 

[GAmes]

Two different transmission gear ratios are used. To verify, look at the last two letters on the transmission bar code label. The last two letters on the bar code located on the right side of the transmission will be AD or AE.





AD AE NV5600 NV4500

RATIO



FIRST

6. 29 5. 94 5. 63 5. 61



SECOND

3. 48 3. 28 3. 38 3. 04



THIRD

2. 10 1. 98 2. 04 1. 67



FOURTH

1. 38 1. 31 1. 39 1. 00



FIFTH

1. 00 1. 00 1. 00 . 75



SIXTH

0. 79 0. 74 0. 73 N/A



REVERSE

5. 74 5. 42 UNK 5. 04



The AD is the version I have. With my 3. 5 rear ratio the engine is turning about 2200 rpm at 65 with 215/85R16 tires. 1st gear is lower than my NV4500 as is 6th gear.



The SMF flywheel conversion from SBC is roughly $1000 with a Con-O clutch disc

 

[NIsaacs]

Ken



Check this thread on this Forum: "Post your towing and hauling pictures here" (part 2). My truck is on page 12, post #176 on 01-03-06 by "Paychk" he helped me post it.



Nick



PS: I think there is a way to transfer it from there to here, but I haven't a clue how!!

 

[NIsaacs]

Gear ratios for NV5600.



1st=5. 63, 2nd=3. 38, 3rd=2. 04, 4th=1. 39, 5th=1. 00, 6th=0. 73



Gear ratios for Getrag 360/1st. Gen.



1st=5. 53, 2nd=3. 01, 3rd=1. 60, 4th=1. 00, 5th=0. 77



Gear ratios for Clark 280VO



1st=5. 98, 2nd=3. 50, 3rd=1. 86, 4th=1. 00, 5th=0. 80



Gear ratios for Spicer 5831C/Aux.



under=1. 27, direct=1. 00, over=0. 85



Nick

 

[HBarlow]

I respectfully disagree, 3. 42 gears, 6spd and Cummins is a good choice. On both my Dodges, (3. 55's) I can launch any load in 1st gear easy. The Ford does have 4. 10's, however I built it for off highway logging roads and big loads. When I hit the freeway it goes in the big hole. Two overdrives.

Nick

Apparently Dodge agrees with me. The trailer tow charts provided in Dodge brochures rate the 4. 10 geared truck to tow 2000 or more lbs. of combined weight more than a truck with the 3. 73 ratio. I've not seen the 3. 42 gears even listed on the towing charts.

My first Dodge-Cummins was an '01 HO/six speed. I ordered it with 3. 54 gears because I towed a 9,000 lb. Airstream. The combo was great except in states with 55 mph towing speed limits. Sixth gear put engine rpm at around 1500 at 59 mph. I had to run it up to 62 mph or downshift to fifth direct to reach or get above the torque peak.

Three or four years later I sold the Airstream and bought a 14,000 lb. Travel Supreme fifth wheel. Starting that load made me hate the 3. 54 gears.

On the black top two lane rural highways of northwest SC with low speed limits and lots of small towns to navigate, 3. 42 gears would be a lousy choice. Fifty-five mph is probably 1200-1300 rpm with the later version of the G-56.

 

[Barry]

I just did the Perfection Clutch Conversion to my G56. The kit from Perfection via Advanced Auto Parts was less than $400 out the door. (Clutch, pressure plate, throw out bearing and new single piece flywheel)



Gary Croyle at Perfection was a great help. He told me the clutch is rated for 800 ft. lbs. of torque. Don't tell Gary I told you, but he confided that they have a new double disc unit in R&D that is going to be stronger than a garlic milk shake for the heavy tow guys.



I have been very happy thus far.

 

[NIsaacs]

4. 10 gears are fine if you have two overdrives as in the new 6spd autos or as in my Ford. However 4. 10's and one overdrive makes your truck less universal, mostly for towing. I want a go home gear. With the 6spd, slow two lane roads and 5th is perfect with the higher axle gears. Thats why I like the 6spd. you have choices so I use all 6 of them. For me 4. 10's and one overdrive is just too slow, just my opinion I guess.



Nick

 

[FPettijohn]

Klauber

No one here has stated the obvious; if the truck is a smokin deal, you can either change the ring and pinion to any gear ratio you want or buy a complete rear end from a salvage yard and then sell the 1 in the truck, you can also get a gear vendor overunder in a 1. 2 to 1 or whatever underdrive. I am not sure what a r&p installed is but my guess is under $1k and a complete, used for 1/2 that.

 

[Barry]

I was going to change my 373s to the new 342s before I bought the Ricksons which took care of the problem.



Standard Transmissions in Ft. Worth, one of our TDR advertisers, quoted me $750 to change the ratio in the rear end.

 

[KLauber]

Yep!

Klauber

No one here has stated the obvious; if the truck is a smokin deal, you can either change the ring and pinion to any gear ratio you want or buy a complete rear end from a salvage yard and then sell the 1 in the truck, you can also get a gear vendor overunder in a 1. 2 to 1 or whatever underdrive. I am not sure what a r&p installed is but my guess is under $1k and a complete, used for 1/2 that.

Thats alway a good option too!



Ken