Which trans is better now?

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Most of the real high hp trucks (except for Piers) are running manual trans. Given the "advances" in auto trans mods recently, is the modified auto better for a high performance (400+hp)CTD now? Usage would be occaisional light towing, (up to 5K) and of course, the occaisional stop light race. Did you high hp guys pick the manual trans because it comes with the bigger pump or because it is better for racing? I am looking to get another 12V soon and a few months ago said I would not buy another auto, but now I'm not so sure.

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1996 3500 Clubcab SLT, auto, 4. 10 limited-slip, TST #5, 370s, AFC spring kit, Psycotty, Dunrite converter, Trans-Go, Straight pipe, DiPricol EGT, boost & trans temp. gauges, 9 ft. aluminum flatbed and tool boxes with Venco dump. Custom front bumper, Hadley air horn.

 

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Very good question!!!

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95' 2500 standard trans. 2wd reg cab 125,000 miles.
To be installed, TST #4 plate kit, 370 Diamond B injectors, Afc spring kit, Gov. spring kit,TST's fuel pressure adapter and 2 guage pillar mount, SPA EGT/Boost guage.

 

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Koa man,I was thinking of putting a 6 speed in place of my AT the next time it screws up,but now the reports are coming in with six speed problems also. I'm going to wait and see what comes out on top.

 

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That and the 5th gear nut problem is why I am now having 2nd thoughts on the stick shift. It now seems like the auto can be made to perform really well and hold up for hi performance use. If the stick was selected only because it came with the 215hp engine, I am sort of leaning toward the auto now, unless the stick has other advantages to a play truck. Is the cost to beef up the stick about the same as an auto?

 

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The only way to get a 6 speed is new and then you are your own warranty station to boot, with a trans that has had problems. Dodge techs don't know what they are, because they are told to just swap in a new one and return the old one to Dodge/New Venture. Thereore, I am not presently interested in this expensive swap that involves a diferent cross member, driveshaft lengths, etc.

The 5 speed holds up very well if you don't power shift etc. The problems are well known and have been solved by Standard Trans. of Fort Worth, TX. In particular, the 5th gear issue is fixed by their fully splined mainshaft. Thus, I am happy with the 5 speed but would be nervous about dumping the clutch at 3000 rpm, etc. (drag racing) with it, or any manual with such a heavy truck and high torque engine.
The autos have multiple deficiencies stock and fixing them might cost somewhat more than doing a 5 speed (but a rebuilt 5 speed with the good mainshaft, and a top quality clutch is not cheap, being upwards of $3000 for parts). For drag racing, the auto could be the way to go if someone who really knows them does the work and provides the system of modifications.
I wouldn't want to be the warranty station for either the AT or 5 speed for drag racing or sled pulls #ad

 

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I would not be reving up the engine and dumping the clutch or power shifting. On a stoplight race I would either lightly power brake an auto or lightly slip the clutch on a stick on initial take off to maintain rpms and prevent stalling. Street racing would actually be a fairly rare occurance. No track drag racing would be involved. Basically what I would like to know is did you get the stick shift because of the higher hp engine or because the stick is superior for your kind of driving.

 

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KoaMan, here are your choices as I see them: either throw a ton of money at an automatic, or a fraction at a HD clutch... to me, it's a no-brainer!

 

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I have a '98 automatic that I bought new. If I were to do it over again, I would probably go with the 5 speed. I haven't had any problems with the automatic, but after driving the 5 speed I would go that route. The automatic option was about $975 more than the 5 speed. I didn't know that with the automatic trans you get a Dana 70 rear axle and with the 5 speed you get a Dana 80 rear axle(on the 2500 series). Less money gets you more horsepower and a stronger rear axle. Right now I am in the process of bombing the trans. I'll let you know what I think when it's done.

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'98 4x4 12V QCab Auto (ready to BOMB)

[This message has been edited by johnrv4 (edited 10-09-2000). ]

 

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Initially, I felt it offensive to pay $900 more for 35 less hp and a weaker diff, driveshafts, u-joints. I also recognized the superior engine braking from the solid lockup of a manual trans. I don't mind/enjoy (depending on circumstances) shifting, so the 5 speed was the logical choice for me. It is also much less prone to catastrophic failure in more or less normal use compared to the auto. You can limp along with a slipping manual clutch but not with a toasted clutch pack in the auto.

After getting into the performance aspects I found the 215 P pump was much more capable of making power=flowing fuel, and there were other internal improvements such as ring placement, beefed up camshaft nose, higher rpm governor.

If this forum and the others such as TST, DiRT, and Ramtruck provided representative opinions, "no one" goes to the auto except for accommodation of a physical disability (bad knees, etc. ) or primarily city commuting with an empty truck. Many who bought autos for "convenience" or so the "wife could drive the truck" wished later that they had bought 5 speeds.

Hope this helps.
Joe

 

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Koa Man:

Good subject! Our Dodge dealership
here in Jacksonville, N. C. has
already put one new six speed in
a 2000 Dodge Ram CTD! This partic-
ular transmission was "jumping out
of gear" while driving down the
road. Like Joe said "they just swap-
ped out the bad one for a new one
and sent the bad one to Dodge/New
Venture. " Like you I am not overly
convinced the 5 or 6 speed are that
much better as they have problems
too. My stock auto transmission went
98,000 miles before I had a problem
and I have been doing alot of towing
under extreme conditions.

By the way,... ... I got your e-mail
and I will definitely come to see
you in Charlotte! Thanks for letting
me know.

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John_P.

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Red '96 4x4 2500 Auto 3. 54, TST #5, Pump Mods, Banks Exhaust, Prime Loc, Cummins Chrome Kit, Pro-Torque Converter, BD Valve Body, Sendel 16" Alum Wheels w/ 33" BFGs

 

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Joe D,
Thanks for all your input. I guess my next truck will be a '98 2500 QC (12V) 5 spd.

John P,
Looking forward to meeting you and your truck.