2006 Dodge Ram 2500 Transmission - Trick Tranny Tips

In addition to upgrading your converter, you will also need an improved valve body to ensure trouble-free shifting and provide adequate amounts of pressure for fluid delivery. NADP builds each valve body to spec for your individual driving needs, whether it's racing down the strip, towing your rig, or beefing it up for that daily commute.

Once the power comes through the torque converter, it then encounters a series of clutches. Excessive heat and friction can cause the clutches to become burnt on the fiber side and then crystallizes the metal disc. After this happens, the clutches will never hold correctly again. This will cause your transmission to slip excessively and can leave your truck standing still.

With a few thousand miles logged towing and a healthy list of upgrades done to our engine, it was no surprise when we found metal particles floating in our pan. The culprit was a worn race on the input housing.

Equipped with a complete array of parts for superior strength and longevity, our new Heavy Hauler-series transmission from NADP was built to hold the massive amounts of torque our common rail can produce. And if we ever want to go chasing down Power Alley, our new 48RE has the capacity to handle 750 horses with no problem.

Immense power transmission through the output shaft can cause the shafts to break under load. To combat this we opted for NADP's billet output shaft. This gives our unit additional strength to withstand the increased power and torque loads.

Heat is the number-one killer of transmissions, so it's important to keep a close check on your fluid levels and transmission temperature. We opted for the Mag-Hytec transmission pan for our unit, and were pleased to find that it was already outfitted with a transmission port for us to thread our temperature probe into. In addition to the ability to hold more fluid, the pan also has grooved elements to help capture air and dissipate heat.

Our '06 Dodge Ram 2500 is equipped with the 5.9L Cummins and outfitted with a set of 35-inch BFGoodrich A-Ts. To clear the new meats we installed a 2-inch leveling kit from Superlift and added a set of Bilstein shocks. This not only helped to smooth out our ride, but reduced the rpm at highway speeds due to the fact our truck was equipped with the taller 4.10 gear ratio from the factory.

So how much torque were we actually losing through our stock transmission? Our new peak is 878 lb-ft. That's an increase of 220 pound-feet over our original dyno pull with the old setup.