Hello again all,

 

Howdy folks been awhile since i logged in but just got back from our first trip to our favorite campsite on the lake. This was the first time going to this site with this camper (This site is the farthest and has the most hill's and curve's).

 

So i'll put the info up on my setup:

 

Truck:

2001 Dodge 3500 ex.cab LB Dually 4x4

5.9 HO Cummins 24valve 6 speed 3:54 gear's

 

Upgrade's:

Motor wise BHAF, Aftermarket intake horn, Fass 150gph Fuel pump, Bank's Big head wastegate, of course EGT, Fuel pressure, Boost gauge's.

Tranny wise South Bend 3250 Dual disk clutch, South Bend Upgraded Slave/Master cly.

 

Hitch: Reese fifth Wheel Rail's with Reese 30k Gooseneck adapter hitch

Trailer Hitch: Bulldogg 26k 5er to Gooseneck adapter

 

Trailer 1998 Newmar moutain air 39BRSK 40' Dual tandem rear axel's with front and rear brake's, Total Trailer weight 18,000pd's (Can provide pic of build sheet if in doubt it does weigh that much when fully loaded for a trip)

 

So to get to the point the truck can stop the trailer with ease (With and with out the trailer brake's on found that out by accident wire got pulled out of fitting). And taking off from a dead stop both on flat ground and on a hill is not a challenge my real issue is getting up to 55+ when getting on the interstate or just getting to speed at all. The drive from my house to the lake is about 30 mile's one way 80% is 6% grade up or down and 90% curve's( if you've ever been to kentucky you'll understand...)But after 3rd gear my egt's climb like a jack rabbit... from 800F in 3 at 35-40mph to 1150 in 4th at 45-50 mph at 30PSI boost. after i get to 55 i stay n 5th gear i know to stay out of 6th but, on most hills i got to drop to 3rd and by the time i get to the top i'm crawling to a point around 35-40 mph since it's about a right or left turn at the bottom of the hill going up. I was hoping for some insight into what to buy next injector's, Twin turbo's, intercooler, tuner??? there's so many ways to go what is my best route with this setup and it will take time as i'm alittle short on cash after the camper buying and all lol  

 

on a sidenote the original owner who sold this camper to the dealer i got it from who then put me in touch with him bought his camper and truck the same day in 1998 for the last 15 year's he pulled this monster all over the south with a 1998 dodge 1500 excab LB 4x4 auto 360 truck...which i said BS till he showed me a few dozen family photo's of them all over the place... this man was insane my dually cummins now's it back there for a fact he was either nut's or had brass nut's to do that with a half ton but he never once had a moment's trouble... 

Edited April 7, 201411 yr by GreenRiverCummins

I tend to agree with AH64ID about the gearing. It would really wake up any rig changing from 3.55 to 4.10 gears in the axle(s). Now ol' CajFlynn has been using 3.73 gears for towing and enjoyed them for the life of his 2001 Dodge till it finally gave it last breathe at 1.3 million. (Vehicle accident)

I tend to agree with AH64ID about the gearing. It would really wake up any rig changing from 3.55 to 4.10 gears in the axle(s). Now ol' CajFlynn has been using 3.73 gears for towing and enjoyed them for the life of his 2001 Dodge till it finally gave it last breathe at 1.3 million. (Vehicle accident)

 

I honestly didn't know 3.73's where an option for those axles. Has to be aftermarket, 3.73's were not OEM until 2003 with the AAM axle.

There are a few companies that make the 3.73 Gears for the Dodge Dana axles but your right they are not OEM.

I would love to have a set, I hate my 3.55s but have also had 4.10s in a 2nd gen and they are just a tad too low for my needs. I loved the towing mileage with them compared to 3.55s but empty mileage tanked compared to the 3.55s I have now. Being my empty/loaded miles are pretty close to equal the 4.10s would not be worth the cost to change unless I could find someone willing to swap me straight up, in which case I would probably do it just to ease the strain on the drive train and compensate for my 285/75/17s. 3.73 Would be the perfect combo gear but the price for a 4wheel drive pick up makes it hard to justify the cost unless you work your truck for a living like Caj. I'm sure in his case the gears paid for themselves once or twice over with the miles he put on that truck.

Hopefully Caj is ok? I'm sorry to hear he lost his truck, I bet he had some good memories and saw some really neat stuff behind the wheel of that ol' rig.

What Happened to Caj? Any details? He's sorta our 53 block Million + miles mascot! That came as a surprise to me, what's he driving now?

He has like 4 other rigs. 3rd gens and 4th gens I believe.

It was a success story about a 2nd gen & a 53 block. Can you say documentary?

CajFlynn is on Facebook quite regular. Still hauling boats...

https://www.facebook.com/FlynnMarineTransport

I'd like something in the 3.90 range..

 

Honestly I really like 3.73's and my 245/70R19.5's in 5th, and all the other gears could be a little lower. I am not sure I want 5th lower, as it's pretty aweseome at 45-65 when loaded.

 

I guess that's why Dodge went with the low ratio's in the G56 AD. They where about 6% lower than a NV5600 in all gears but 5th, so it was the best of both 3.73 and 4.10 worlds.

 

And there is where I throw in my usual rant about wanting  a 7 speed with two OD's and .85:1 and a .68:1.

The more the better! Shoot I'd be happy with 6 gears at this point...

The more the better! Shoot I'd be happy with 6 gears at this point...

Ain't that the truth........

The more the better! Shoot I'd be happy with 6 gears at this point...

 

 

Ain't that the truth........

 

Just remember the final ratio isn't any different.

 

6 speed - 0.73:1 (6th gear)

5 speed - 0.75:1 (5th gear)

 

6 Speed - 1:1 (5th Gear)

5 Speed - 1:1 (4th Gear)

Nope, but it makes getting up to speed a lot easier. Keeps the engine in the meat of the power, more efficient.

That .02 in OD will make a difference thou...

 

Yeah the beauty of the 6 speed is in the acceleration, and really tight mountain pass curve driving.

  No problems here do all my mountain driving in 4th never need 3rd. All my flat travel in 5th gear.

No problems here do all my mountain driving in 4th never need 3rd. All my flat travel in 5th gear.

You aren't finding roads with enough curves :D

Just remember the final ratio isn't any different.

 

6 speed - 0.73:1 (6th gear)

5 speed - 0.75:1 (5th gear)

 

6 Speed - 1:1 (5th Gear)

5 Speed - 1:1 (4th Gear)

True. First, second, and third shift fine for power, but the difference between third and O/D is quite dramatic.

You aren't finding roads with enough curves :D

 

Try Goose Creek grade from New Meadows to McCall (7% grade). Last trip up that I still had zero problems. 4th gear all the way up towing the RV. Very rarely have I touched 3rd gear. Whitebird grade again 7% grade pull in 4th gear no sweat. Lewiston ID grade another 7% grade pull it again in 4th gear. 

 

https://goo.gl/maps/C9oQa

 

Here is going down Goose Creek.

 

Tow this up Goose creek in 4th also easy as pie! Close to 7,000# worth of trailer if not more...

Without trying to sound argumentative or derailing this thread from it's original content, there really is no argument as to the advantages of more gears in a transmission. Why is it the 5 Speed was eliminated after 2002? And why did they go from a 4 Speed to a 6 speed in the automatics (and in some cases 8 speed) Yes the Cummins has the torque to manage moderate loads like you or I pull with the wider spaced gear ratios but more gears will always keep an engine closer to it's peak power curve and allow it to operate more efficiently. Easier to get away with with loads under 10k but with the higher tow ratings of trucks within the last 8-10 years a 5 Speed wouldn't survive and be nearly as reliable as they are in the older trucks.

Diesel4life is right to a respect being if we where all playing with bone stock trucks (235/460 at flywheel or 245/505 at the flywheel). Then you would have a way different playing field, where my truck would spend most of its time in 3rd gear pulling grades. I will admit it would be nice to have a 6 speed in the mountain pulling really heavy 5th wheel like Hex0rz because of the shear weight and mass of that beast. I will admit also the 3rd to 4th jump on a 5 speed give very little room for crossing form gear to gear. Where yes on a 6 speed it would be easier with 3rd and 4th overlapped. But the fact remain flat running of either the 5 or 6 speed transmission isn't going to change a huge amount being the final ratios are so close on there last two gears. But if I was to be a CajFlynn hotshotter and towing day in and out I would look at a 6 speed hard core. But recreational towing like RV's or toy trailer I'd be still opting for the 5 speed.

 

Without trying to sound argumentative or derailing this thread from it's original content

 

I always love being stab with a stick...

 

My  'better idea'   has been, and always will be  'two speed rear axle'.     I've never liked  the idea of  having OD  in the  transmission. High gear should be     straight through.  Period.   Now,  when  you need more axle  rpm's...  flip the button  up  and   clunk.  ya got   your  extra  gear...

 

 

 

Unfortunately,   2 ton trucks  are the only  axles  I've ever seen  with   this.         And  it would only work with   2 wd  only.    

 

never mind.