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Digital Subscriptions > Diesel World > March 2019 > PROTECT THAT RAM



A The Cummins powerplant was a homerun for Dodge clear back in the late ‘80s, when they first introduced it into their light duty truck lineup. That first-generation 12V motor didn’t make much power by today’s standards, but it was a reliable engine with lots of potential. As the years went on, the 5.9L Cummins engine just got better and better. The P7100 injection pump in 1994, introduction of electronic control in 1998, the switch to common-rail fuel injection in 2003, and then the major jump to an all-new, 6.7-liter, emissions-compliant version in 2007. The Dodge Cummins is nearing its 30th year of unity, and yet most Dodge Ram owners will agree the “weak link” has always been the automatic transmission.

Obviously, in those 30 years Dodge has made revisions and changes to the automatic transmission backing the Cummins powerplant, but it always seemed to be a little too late with each. In stock form, they haven’t held up like the Ford or GM transmissions.

That said, the 47RH and 48RE once built up with a host of aftermarket parts can handle just about anything the performance market has thrown at them, including 2,000+ horsepower and 8-second quarter mile drag times. In 2007.5 the 6.7L Cummins trucks came with an all new six-speed transmission dubbed the 68RFE. The new transmission was beefier than the previous years, and the extra gears offered better ratios for improved drivability and more overdrive for increased fuel economy. At factory power levels it seemed to work quite well too, but as the mileage increases and even just a little extra power is added, they start to show their signs of weakness.

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Diesel World March 2019, Build The Ultimate Tow Rig, Outlaw Diesel Super Series, Keep Your Trans Alive, And More......