I will point out that was on unmodified tunes with a slipping transmission.

I'm down for another throw down whenever you are good sir. This time I can actually boost launch it though, and I'll remind you of the current kill list Stay Puft has acquired


Michael, it's as if you know me or something, haha. I won't deny I'm power hungry, it's true. Also, I LOVE the sound of a 6.0 with exhaust work done at full throttle. They sound absolutely pissed off and furious, and I need it in my life.

 

All this talk makes me want to go beat on her a little. Lol at least I get even tire wear out back

 

I think for all the money it takes to keep the insides of a 6.0 INSIDE, I'd rather spend it on a REAL horsepressure monster and swap in a Cummins. Easy 800-900hp. Also, because even the 5r100 is suspect when the 6.0 engine is leaned on hard, so why not just go with the (new) best ever-4r100!!
ATS | 4R100 Conversion Kit for 2003-2007 Dodge 5.9L CR .








This ought to stir the pot...

 

If done right with zero shortcuts, you will be fine! It was only pocket change to do

I own a Ford not a Dodge, if I wanted a Dodge I would have bought that

 

Everyone says the 6.0 is a fantastic engine. That is after studs, EGR delete, oil cooler upgrade/replacement, coolant filter, etc etc. To me, that is the definition of a terrible engine if it requires 3rd party parts to make it reliable. How much Kool-Aid have you drank? To me, a good engine is the 12v or 7.3. One that can be neglected, abused, and rode hard but yet it always runs and goes from point A to point B. Sure the 6.0 is fast but why do you want to go fast in a heavy truck? If I want 500hpI don't want it to be in something that weights 7,200 lbs. I guess I don't understand the 6.0 loyalty. It isn't a matter of when it will hiccup, but when. I know everyone says they trust their 6.0 but I am willing to bet every time you drive it you are pouring over the gauges. I am a set it and forget it. That is why I love the 7.3 and 12v. Simple stupid but rock solid dependable.

 

Either way, you're still spending the same money. Find a Cummins that's not a 12V to swap in, around here they're usually $23-2500. I'm not playing the 12V game, I don't want a mobile smokescreen every time I punch it and that thing is a freaking dinosaur.

Get all the conversion goodies, then go ahead and spend $36-3800 for transmission parts ALONE to really build the 4R100 up to handle power. That link you posted is merely a swap kit with a beefier converter... nothing else. I just spent the last year rebuilding a 4R100 into semi-beast mode (cryo'd shafts, not billet, also no billet OD planetary) with another member on here for my Excursion. The final bill after fluid came to $3911, no labor involved as Roland and I built it ourselves. One can't just go upgrading the input shaft to a quality billet unit either, as now the next component becomes the weak link, i.e. the intermediate shaft. After that, the OD planetary. 300M shafts are cheaper nowadays sure, but 300M is bottom of the barrel billet. Aermet is what the real power players run, hell Roland munched through two 'big name' 300M input shafts and he was around 890rwtq. A set of Aermet shafts and a billet planetary will set you back close to $1800

To achieve equal performance from comparable engine MY's, the Cummins will have you on the more money spent side easily. Hell even a 24V. And that's because the 4R won't take substantial power gains anywhere near as well as a 5R110 will. Don't make me laugh by suggesting beefing the 47RE either, the gear spreads are atrocious.

I'll bulletproof a 6.0.

The 5R110 basically needs a torque converter upgrade and a valve body, and it'll be just fine til around 600hp. Don't go boost launching at 12psi on big tires, and it's money. My new 4R100 has been launched many times now at 6-8psi on dry streets spinning 35's with stock gears and and it's holding together beautifully just as JW, BTS, Roland, Clay, and Matt at Irate Diesel said it would based off the build sheet. Billet triple plate converter, cryo'd input and intermediate shafts, billet forward drum, stock NOS OD planetary, Tugger HD2, and machining done to optimizing clearances and accept addition frictions and steels.

I won't knock people that HAVE thrown a Cummins in their Excursion, to each their own. But the monetary argument just doesn't add up when you consider all fronts, especially if you want something you can actually USE all the power instead of *****-footing around and leaning into the throttle so high into the RPM band it's pointless.


Pot stirred and served.

 

I feel cheated..........

I want my view back.

Sorry your Die sel broke.

 

Why? Because I would never buy an ATS built 4R100.

I'd trust a stock 4R100 over an ATS built one any day of the week and twice on Sunday. Saturday if the NHRDA drag event is on Saturday, which it usually is, with pulls being on Sunday now!

How THAT for stirring the pot?

I can see that point of view, but the flip side is, it can be made into a very reliable engine.

No offense, but I have found over the years that the people who ask that, don't get it. They don't understand.

Using that same logic, but on a different scale, motorcycle owners can say the same thing about guys who's go-faster hobby is based on their Mustangs, Corvette's, Chargers, GTO's, etc

People afflicted with the "go faster" virus, or for those of us who have it hard wired into their DNA (like me) want all their rigs to be modded and go faster.

It's not really something that can be explained. Usually people either get it, or they don't, whether it's a bike, a coupe, a sedan, a truck or an SUV.

Stewart

 

Basically what Stewart is saying is Drive what you prefer!

 

Yeah, I guess I don't get it. I have a car that will do low 11's on street tires, so that is my toy. My truck is for work and to haul the family. But to each their own. As the old saying goes "run what you brought". Feel free to blow by me anytime. Slow and steady is how I roll in my trucks


I agree that a 12v swap isn't financially feasible. I liked the idea at first but after doing the math and looking at the time I would have in it, I ditched the idea. I bought a 7.3 and decided to dump the 6.0. The other issue with the 6.0 is that you can bullet proof it all day but no one is going to trust it. I could sell 5 300k 7.3 excursions before I could sell a low mileage studded 6.0. Here is Texas, every shop has a 6.0 or 6.4 with the cab in the air. People just don't want them or trust them. If you plan to keep it, then that isn't an issue. I am just saying you can have the finest shop in America do the work but most buyers will be scared of it, especially if it is running bigger injectors, tune, and turbo.

 

My cars are all over 500 hp, 2 are 12 cylinder vehicles one is a bentley speed V8 one is a supercharged Range Rover and one is my daughters modified camaro SS....

I could never appreciate anything without some getup and go.

That's something I've had all of my life, can't change that... I really enjoy driving, what can I say.

I don't drive at 100 much, but I like to get there quickly.

 

Yup, no shame in that!

Just pat us on the back with a knowing grin, wish us luck, and be very happy you don't have the problem!

Oh my heck, yes....THIS!!


Stewart

 

CSnow,

Is this one you bought about a year ago? I think I may have been trying to buy it. 300k+ miles?

 

I know plenty of people who have this terminal condition Your not alone my friend. I have always been that way with cars, 4 wheelers, etc but it hasn't transferred to my trucks. I am also spending more in other hobbies so the go fast bug doesn't bite like it used to.


The one I bought a year ago was less than 300k, but still higher mileage. It came from a town about four hours NW of San Antonio. I cant remember the name of the place.

 

Thanks, I mean it's not a race truck lol but quick enough to keep me interested