Buddy of mine torched the tranny, second one first at 42k now at 102k factory reman from dealer. He got the edge about 30 days ago wonder if it contributed? Background done now the opinion/question....heres the link of what hes buying how does it compare to the oem? Most of what their talking about is greek to me. Thanks
Certified Transmission - Road Ripper 3000 Transmission

 

The Edge has been known to contribute to tranny failures.

 

I would actually suggest the Suncoast Heavy Duty rebuild kit, just make sure you also get the Billet Input Shaft as well if he does go that route.

This is the setup that I use and I'm putting down 508hp and I pull ~16k in the horse trailer and it has held up remarkably well.

I don't know one thing about the ones that you posted in that link. They might be good, I just don't know. Most of the people that I know go with the Suncoast kit and these are people with equal or more HP then I do.

Oh and I would imagine that the Edge was very much a contributing factor to the demise of the tranny.

 

What would the stock tranny hold up to? (certified claims 725hp)Takin care of properly etc... Can someone explain " line pressure" Im sure thats what Ive read several times that the edge increases and kills the trannys?

 

No, a stock tranny cannot handle that much horsepower. The intermediate clutch(what handles the 3-5 shift) cannot handle that much power. That is about the only weak link in the tranny. That is what you have to build up, plus you are going to want firmer and quicker shifts. To do that you want the clearence in between to be as small as it can be.


It's not the fact of increasing line pressure is what kills the tranny, in the case of Edge, most of their products do not tune the tranny period. I don't know what product he had in particular, but if it was something like the Edge Juice, all that does is intercept, modify, and then send out signals throughout the truck, that really isn't programming, that is fooling components to get a desired response, not good for safe power.

This is a very good reason(but not the only one) for staying away from performance devices that offer shift-on-the-fly. People could get away with that with the 7.3, but not with the 6.0.

 

Good post Tex!
I never heard of the Road Ripper trannys, but it doesn't mean anything. They could be great transmissions. I personally choose the Suncoast for several reasons, when I've had to rebuild mine, mainly because they have great reputation on the 5R110 trannys. I couldn't be happier with my choice. The Suncoast is a great transmission!

 

The intermediate clutch is used in the 2-3 shift. The direct clutch is used for the 3-5 shift.

 

Mark, dont suppose I could get you to in plain cave man english explain some transmition info for us? Any would be good just trying to grasp what I own LOL. Thanks

 

I stand corrected. Thanks for that.

 

I could try. Sometimes I can write in English instead of engineering.

 

Ok how about the converting english engineering version to the plain english version?

 

I could do that. What is it that needs translating?

 

Why the box chips kill it, why the tuners dont, why it skips 4th gear when not towing (I think I read that). Ok maybe start with what I and probably a lot that read this understad, put it in gear and drive it, check the fluid, change the fluid etc.... Its very obvious it not grampas farm truck anymore LOL What ever your willing to spend your time explaining. Thanks

 

In my opinion chips AND tuners kill the transmission. It was designed to live with the stock amount of power. More power hurts it, and no amount of tuning can fix that.

The trans shifts 1-2-3-5-6. In certain cases it can downshift from 6th to 4th instead of 5th. These are the same with tow/haul on or off.

The reason there are six gears is that there are two transmissions inside the case. One is a three speed and the second is a two speed.

1st gear has both gearsets in low range. 3.09:1 and 1:1 equals 3.09:1 (Later TorqShifts have a 3.11:1 first gear, but it works the same way.)
2nd gear has the rear trans still in low with the front trans shifted to 0.71:1. This give an overall ratio of 2.2:1
3rd gear shifts the front trans back to 1:1 and the rear trans shifts to 1.54:1, so the overall ratio is 1.54:1.
4th gear has the front trans in the 0.71:1 ratio and the rear in 1.54:1. This gives an overall ratio of 1.09:1.
5th gear has both transmissions in 1:1.
6th gear shifts the front trans to 0.71:1 while the rear stays in 1:1. This gives the overdrive ratio of 0.71:1.

Notice that 4th gear is 1.09:1 and 5th gear is 1:1. Those ratios are so close that it never makes sense to use both ratios in any shift sequence, so the trans uses one or the other. When the trans is colder than 0°F it will shift 1-2-3-4-6. That and the rare case when downshifting from 6th with your right foot on the mat are about the only times 4th gear is used.

It wasn't possible to make 4th gear ratio useful and keep the other ratios where they needed to be. The trans was designed from the start to be a five speed. The sixth gear just goes along as fallout from the way the trans was designed.

 

Mark, I do respect your opinion, don't get me wrong, but I do disagree here.

What isn't being taken into account is that with custom tuning, you don't have to change power output and in fact, you can actually decrease it(and some do that, granted they are the minority, but they do do that). Also you can increase efficiency by matching tuning with how you drive(more or less) as they stock tuning doesn't quite do that for everyone. Stock tuning is also one size fits all. You can do this without increase in power output. Now granted the vast majority do have tuning to increase power output, but that's not all that can be done with custom tuning.