I haveto say the cummins is the better engine. Powerstroke next with the Duramaxfalling to the end.
I wish the new 48RE auto was better but I have heard that it shifts the same as the 48RE. However I have heard it will last longer buut it will drive the same as the 47RE. First reports are good for the new tranny but time will tell. for the record I don't like autos. give me a 6spd diesel and I'm happy.

 

The 47re Is still basically the 727. It just has an OD box added to the rear of the transmission. Having driven both Ford and Dodge products you have your ups and downs. For a fee the dodge 618(47re) will run 200,000 miles at least behind a suped up cummins. Its the torque converter. It slips it shreds it plugs the valve body. If you run higher than stock torque the tranny which monitors the accelerater pedal position is unprepared for it. It assumes that since you are only using 1/4 throttle that line pressures can be 1/4 value. The problem is that at 1/4 throttle in a 600hp monster your are throwing massive amounts of torque.
Where dodge really went wrong with the 98.5-2002 was the stall and efficiency of the torque converter. Stall around 2400 rpm. 80% efficiency. Its like they were afraid. Then to top it off they derated the motor. 215hp and 420 lb ft. instead of the h.o. version. The motors rpm power band is from 1600 to 2700. Like most I-6 diesels. The power band is low and small. When your TC reaches fluid coupling 300 rpm before the computer begins to taper the fuel. Something is terribly wrong.

The ho cummins IS available with the new tranny but it is still a 4 speed. All things being equal the truck with more gears to keep it in the power band will fare better. Buy a gear splitter with a 5 speed auto and no hill will ever stand in your way.
The vp44 on the cummins was a stopgap while highpressure rail was still being developed. The vp44 wouldnt make it to 06 but it didnt need to.
As for more useable torque. The cummins reaches torque peak alot sooner. Its because its a lower reving motor. It helps promote longevity. It should make the motor last about twice as long as a higher reving v8.

 

I have one of those low rev high tq diesels and have never had a problem pulling the loads I pull on my farm. I like on top of a valley and I have to go up big hills to get back to my house almost every day and almost every time I haul. I don't think the sweet spot on a cummins which is from (1600 to 2200 on the 94-95 5spd and 1600-2800 on the 96-98.5 5spds) is a bad thing it runs just fine. My truck right now has a redline of 4500 and the sweet spot in it goes from 1600-3700. Don't think the little 6BT cummins in incapable of turning those high RPM's. If you look at Dave Mitchel who pulls his truck it turns 8000 rpms.

Yes it is true that the autos have too hight of TC but I don't think the cummins runs out of rpms it just takes a little more to get up and go. Now if you put a ATS TC and VB then you are set to put some major HP to the ground.

 

Your preachin to the choir brother. Dman the ecm starts trimming the fuel at 2700 on stock 24vs.If you look at the power curve you see a steady dropoff after 2700. Drag chipped they will do 125mph or thereabouts because you have the extra rpms to play with. You still run out of gears. But it gives you 700 more rpm. With a p pump you can tweak extra rpms out without the trouble of cracking codes.
The reason the auto TC stall is so high is out of plain fear. Its to hedge there bets so that trannies will be so many percentage points less likely to fail. Didnt stop em from putting in too cheap of a TC to handle the little job they put in front of it. I heard from the boys that know that the original 727 would handle 700 hp from the factory back in the day. I had an interceptor with the 727 and it felt wonderful even though it was 30 years old.

I got in during the teething process and wound up with some of the oversold BD products. I ran 450hp succussfully for about 45k. I bumped it up to over 500 but it didnt take to it kindly.
Dave mitchells motor is not the same as ours anymore. Its like comparing a alchohol dragster to a 351. Its mostly speculation. I hear tale of 200psi of boost and a 12 cylinder pump. Who knows. Its a freak thats for sure. I couldnt afford the engine in that bad boy let alone the truck. I have diesel envy. Am i gonna go to hell?

And If I had the choice DTT would be my first. LOL .Just a little jab.

 

I just threw out a tranny company. I never delt with anyone from a tranny co except Peter of south bend clutch. I have a 93 auto and I can say that, that tranny is bulletproof. I have put 170k on her and she shifts like new. That is the old tranny and does not have a locking TC like the 94 newer autos. Best part even at 280hp I'm still getting 24mpg.
God bless

 

I throw in a can of SeaFoam trans-tune every 5,000 miles and my 24 year old C6 shifts like new, but then again we are talking about a Ford here and not Dodge. I did have a Dodge Caravan that never had tranny problems or engine problems, I think that the owners are responsible for any tranny or engine damage, you gotta take care of everything.