Cost-Effective G56 Swap: Insights from a 4th-Gen Dodge Ram Build

Firsthand Tips from a facebook group

This is what I did/learned while doing a G56 swap on a 4th-gen Mega Cab Laramie. Everyone asks what it costs to do a swap, and this is by far the cheapest way to do it. It’s definitely not the easiest as there is a lot of hard work involved. It may be better for some to just pay $10-15,000 to a shop to get it done, but this is what worked for me.

Dissecting the Donor 

I bought a whole running/driving donor truck: a 2007 Ram 2500 6.7 4×4 with a freshly rebuilt G56 AD and dual disc SB clutch and hydraulics for $6,500. This gave me every single part I needed except for the steering column surround, which I bought on eBay for $53 shipped. First, I stripped the donor truck of everything and sold off all the parts I wouldn’t need.

At this point, I had sold 95% of the parts, made back $7,800, and still had roughly $1,000-1,500 worth of parts left to sell. This paid for the swap and any other little parts I ended up buying, although some are unnecessary for just doing the swap:

♣   New clutch and brake pedal pads:                    $12

♣   Case of Amsoil synchromesh fluid:                    $238

♣   RTV:       $13

♣   TDS PTO cover:         $100

♣   Transmission temperature gauge:                    $40

♣   718 Heim joint:          $35

♣   Weld-in bungs:          $25

♣   Flap discs:                    $14

♣   Zip discs:                       $5

♣   Paint:     $25

♣   Transmission jack:   $235

♣   Zip ties: $5

♣   4-inch dryer hose:    $10

♣   Wiring connectors:   $5

♣   Carrier bearing:        $60

I sold off my 5-inch diameter one-piece aluminum rear driveshaft ($650) since it was 2 inches too long and went back to my original two-piece steel shaft that I cut down 2 inches myself to make it fit.

I used the power pedal assembly out of the 3rd-gen, which is a direct fit into the 4th-gen. There are three wires to power the pedals, two that go to 12v, and one ground. It’s pretty simple to wire up. You can even temp power them and just adjust to where you need them if you want. I installed the pedals while it was still an automatic so there was one less thing to do and minimize downtime.

Getting Rid of the Problem 

Pulling the 68RFE is pretty straightforward, as is removing the flexplate and trans adapter from the block. I reused the trans adapter, flywheel, and clutch from the donor truck without any issues. This is a good time to replace your rear main seal if you need to, but I didn’t need to since the engine only had roughly 40,000 miles on it.

Cutting into the Cab 

You’ll want to cut the hole for the shifter in the floor before stabbing the G56. I drilled a bunch of holes from up top, popped out the sheetmetal, and then used a flap disc to clean up the edges and smooth it all out. This let me only sling sparks down through the hole and not shower the inside of my cab. There is more than one way to do it, but this worked for me. I chose to clean up the G56 and the transfer case and paint it before installing. This is not necessary, but it definitely makes it look better. Now it’s the Golden56. I left the transfer case on the back of the G56 and installed it as a whole unit, which Isn’t the easiest but it saves some time.

Most of the swap is pretty straightforward, so if you can swap a clutch, then you can do the swap. Wiring info is all over in this group (Cummins Forum, Facebook). Grounding one pin from the auto harness is all it takes to get the truck to start. The hardest/most time-consuming part is building a remote shifter if you want to keep the business console.

I used some factory holes already in the floor to mount the base for the remote shifter. One is threaded already, and the other just needed a rivet nut installed to match the other hole. It lines up close to the middle of the “cubby” hole in the console, which is where my shifter comes up from.

I had all the parts in my scrap-metal bin and some leftover Heim joints and weld-in bungs from other projects that worked for the remote shifter. There are lots of different ways to do the shifter, but this worked for me.

I had to cut out the rear air duct to make the shifter work and replace it with some 4-inch dryer vent ducting. Roughly 4 feet will work. A little foil tape and some zip ties, and it’ll all clear nicely. I chose to use up some leftover Killmat inside the console to help deaden some noise. This is not necessary but every little bit helps.

The Expensive Part Isn’t a Hard Part! 

The most expensive part of the whole swap for me was getting new tuning. I was hoping to reuse my Mini Maxx tuner to flash the computer with a manual file, but it will not work for a 2010-2012 Ram like it does on an 07.5-09. This tuning cost $1,200.

This took care of the 4-lo issue that everyone has with the electric-shift P273. The truck is drive-able without tuning, but it will not boost right and will be in limp mode until the tuning is fixed. I drove two hours like this to get it tuned. Not fun, but doable.

You could also ship off your computer to a company called ARES in California, and it will VIN  program it to be a manual for $100 plus shipping.

I didn’t want to risk losing my computer in the mail, and I also figured getting new tuning couldn’t hurt since the Mini Maxx stuff is pretty outdated nowadays.

Worth the Work

This truck drives completely differently now. I’m averaging about 1-2 mpg better than before with the 68RFE, but I didn’t do the swap for mileage.

I pull a 44-foot 5th wheel all over the US and really wanted the low 1st gear for getting the load moving, especially when starting off up an incline and the ability to not have to worry as much about the transmission getting too hot. (I’ll be adding an oil cooler with a pump soon enough once I establish a baseline temp without one.)

I’m sure I’m forgetting some things but this is how I did the G56 swap and it gives an idea on how cheap it can be done if you find the right donor truck.

FREQUENTLY ASKED QUESTIONS

How does the provider ensure that their rebuilt transmissions perform at a high level?

How are Rebuilt Transmissions Ensured to Perform at High Levels?

To guarantee top-notch performance, the provider implements a meticulous process for rebuilding transmissions. Here’s how they ensure quality across the board:

1. Comprehensive Inspection: Each transmission undergoes a thorough inspection to identify any wear and tear or damage. This initial assessment helps determine what components need replacement or repair.
2. High-Quality Parts: Only premium parts from reputable third-party brands like BorgWarner and Raybestosare used to replace worn or damaged components, ensuring durability and reliability.
3. Precision Rebuilding: Skilled technicians use advanced tools and techniques to assemble transmissions, following exact specifications. This attention to detail ensures that each unit operates smoothly and efficiently.
4. Testing Protocols: After assembly, transmissions are subjected to rigorous testing. These tests simulate real-world conditions to verify performance, durability, and reliability, ensuring the transmission meets high standards.
5. Quality Assurance: A final quality check is conducted by seasoned professionals to confirm the transmission is ready for use and will perform exceptionally well.

By following these steps, the provider ensures that each rebuilt transmission is not only up to industry standards but also capable of delivering superior performance and longevity.

What should you consider when looking for a rebuilt G56 manual transmission?

What to Consider When Looking for a Rebuilt G56 Manual Transmission

When searching for a rebuilt G56 manual transmission, several factors should guide your decision to ensure you choose a product that meets your expectations for performance and longevity.

Key Considerations:

1. Reliability and Durability
   • Opt for transmissions known for their robust construction and high-quality components.
   • Research brands that have a reputation for delivering long-lasting, performance-tested products.
2. Pricing and Value
   • Compare prices from various suppliers to find a transmission that fits your budget without compromising on quality.
   • Look for options that offer a good balance between cost and the warranty provided.
3. Transmission Options
   • Familiarize yourself with different models like the G56-R1 and G56-R2 to understand the specific features and benefits they offer.
   • Determine which variant best suits your vehicle’s needs and driving requirements.
4. Supplier Reputation
   • Purchase from reputable suppliers with positive customer feedback and a history of excellent service.
   • Consider the availability of customer support and ease of returns or exchanges if needed.
5. Warranty and Support
   • Ensure the rebuilt transmission comes with a comprehensive warranty to protect your investment.
   • Check what kind of post-purchase support the supplier offers—this can be crucial if issues arise after installation.

Taking these factors into account will help you find a G56 manual transmission that not only fits your vehicle but also provides reliability and peace of mind for years to come.

What makes the G56-R2 transmission suitable for extreme towing and hauling?

Unleashing Unmatched Power: The G56-R2 Transmission

When it comes to extreme towing and hauling, the G56-R2 transmission stands out as a powerhouse. But what exactly makes it the go-to choice for handling such heavy-duty tasks?

Advanced Component Upgrades

At the core of the G56-R2’s strength are its billet input and intermediate shafts. These vital components have been upgraded from their standard counterparts, offering enhanced durability. This means they can effortlessly manage increased torque and stress without faltering, crucial for any extreme towing or hauling operation.

Built for Reliability

Reliability is paramount when you’re dealing with such high-stakes activities. The G56-R2 doesn’t just promise performance; it delivers consistently through improved structural integrity. The reinforced components ensure that each shift is smooth, and the transmission operates efficiently for prolonged periods under intense conditions.

Perfect for Heavy Loads

Designed with heavy-duty use in mind, the G56-R2 transmission excels where others might waver. Whether you’re hauling oversized loads or maneuvering through challenging terrains, its robust construction provides the resilience needed to ensure seamless towing and hauling experiences.

In summary, the G56-R2 is specially engineered to provide the strength, reliability, and efficiency required to meet the rigorous demands of extreme towing and hauling, making it a truly formidable component for any serious vehicle undertaking these tasks.

What is the G56 transmission known for, and why is it popular among Dodge truck owners?

The G56 transmission stands out as a renowned 6-speed manual gearbox, particularly favored by enthusiasts of Dodge trucks.

Notable Strengths

• Durability: One of the key attributes of the G56 transmission is its robust construction. Built to endure and perform under stress, it’s highly reliable for intense activities.
• High Performance: Specifically designed to cater to heavy-duty needs, this transmission handles towing and hauling with ease. Its ability to manage significant loads without compromising on performance makes it an ideal choice.

Why Choose the G56?

Truck owners often prioritize components that promise longevity and powerful performance. The G56 transmission checks both boxes, offering a blend of strength and capability that aligns well with the demands of truck driving.

In summary, its blend of ruggedness and efficiency makes the G56 transmission a preferred option for those who need a reliable partner in their heavy-duty journeys.

What benefits do billet input and intermediate shafts provide in the G56-R2 transmission?

Unleashing the Power of Billet Components in the G56-R2 Transmission

When considering a transmission upgrade, the G56-R2 sets itself apart with the inclusion of billet input and intermediate shafts. But what exactly do these components bring to the table?

Enhanced Strength and Durability

Billet shafts are crafted from a single piece of metal, making them inherently stronger than their cast counterparts. This construction method increases the overall durability of the transmission, ensuring it can withstand greater stress and pressure without failing.

Improved Reliability for Extreme Conditions

For those involved in heavy-duty towing and hauling, reliability is non-negotiable. The billet input and intermediate shafts in the G56-R2 deliver exceptional performance in demanding situations, reducing the risk of wear and tear, and extending the transmission’s lifespan.

Smoother Performance

Thanks to their precision-engineered design, billet components contribute to a smoother operation. This results in not only enhanced performance during rigorous use but also a more seamless driving experience overall.

By opting for the G56-R2 transmission with billet input and intermediate shafts, users invest in a product that offers superior strength, reliability, and performance tailored to meet the challenges of extreme applications.

How does the G56-R2 transmission differ from the G56-R1?

When comparing the G56-R2 to the G56-R1, there are a few key distinctions that stand out. Both models share a solid foundation, but the G56-R2 takes performance to the next level with some critical enhancements.

1. Enhanced Components:

• The G56-R2 features billet input and intermediate shafts. These components are not standard in the G56-R1 and are specifically designed to offer superior strength and durability.

2. Superior Strength and Reliability:

• Designed with extreme towing and hauling in mind, the G56-R2 is built to endure the rigorous demands associated with heavy loads. The robust construction reduces wear and tear, ensuring long-term reliability.

In summary, while the G56-R1 provides a reliable performance baseline, the G56-R2 is the go-to choice for those needing extra durability and resilience for challenging tasks. Whether you’re towing heavy trailers or transporting massive loads, the G56-R2 is engineered to handle it all with ease.

What components are included in the G56-R1 transmission option?

The G56-R1 transmission option comes equipped with a comprehensive set of brand-new components, ensuring its reliability and performance. Key elements included are:

• Fresh bearings to enhance smooth operation.
• Updated synchronizers to improve gear shifting.
• New seals and gaskets to prevent leaks and maintain optimal functioning.

This selection of components ensures you receive a thoroughly reconstructed transmission that is ready to perform at its peak.

What options are available for rebuilt G56 transmissions?

When considering rebuilt G56 transmissions, there are two primary choices catering to different needs and usage levels.

Standard Option: G56-R1

The G56-R1 is a robust choice for those in search of a dependable replacement. This version includes new bearings, synchronizers, seals, and gaskets. It’s an ideal solution if you’re looking to enhance the performance of your daily driver or work truck without compromising on durability.

Upgrade Option: G56-R2

For those who need a bit more power and resilience, the G56-R2 steps up the game. Along with all the features found in the standard G56-R1, it incorporates billet input and intermediate shafts. These enhancements are specifically designed to boost strength and reliability, making this option well-suited for extreme towing and hauling situations.

Whether you need a transmission for everyday use or heavy-duty tasks, these rebuilt G56 transmission options offer quality and performance to meet your requirements.

Why might a G56 transmission need to be rebuilt over time?

A G56 transmission, renowned for its robustness and ability to handle heavy-duty towing and hauling tasks, is not immune to wear over time. As impressive as its durability is, continuous usage in demanding conditions can stress its components. This stress leads to gradual degradation, necessitating a rebuild.

Reasons for a G56 Transmission Rebuild:

1. Constant Load Pressure: Regular towing and transporting hefty loads puts immense pressure on the transmission, causing parts to wear out faster than they would under lighter usage.
2. Heat Generation: Heavy-duty use often generates excess heat, which can deteriorate internal components and compromise their effectiveness.
3. Component Fatigue: Over time, even the strongest components experience fatigue from continual use, reducing the overall efficiency and performance of the transmission.
4. Fluid Breakdown: The transmission fluid, essential for lubrication and temperature control, can degrade, leading to increased friction and potential damage.
5. External Factors: External elements like poor maintenance practices, harsh driving conditions, or inadequate fluid levels can further accelerate wear.

Rebuilding the transmission restores its functionality by replacing worn-out parts, thereby extending its lifespan and ensuring optimal performance.

Why is it important to have a reliable and durable transmission?

Now it’s the Golden56. I left the transfer case on the back of the G56 and installed it as a whole unit, which isn’t the easiest but it saves some time. Most of the swap is pretty straightforward, so if you can swap a clutch, then you can do the swap.

Why Reliability Matters

Understanding the importance of a reliable and durable transmission is crucial for any vehicle owner. A dependable transmission ensures that your truck operates smoothly, delivering consistent performance and reducing the risk of unexpected breakdowns. This reliability is what makes products like the G56 a popular choice among enthusiasts and professionals alike. Having a transmission you can trust means more time on the road and less time worrying about repairs.

Getting Started with the Swap

Wiring info is all over in this group (Cummins Forum, Facebook). Grounding one pin from the auto harness is all it takes to get the truck to start. The hardest/most time-consuming part is building a remote shifter if you want to keep the business console. I had all the parts in my scrap-metal bin and some leftover Heim joints and weld-in bungs from other projects that worked for the remote shifter. There are lots of different ways to do the shifter, but this worked for me.

I had to cut out the rear air duct to make the shifter work and replace it with some 4-inch dryer vent ducting. Roughly 4 feet will work. A little foil tape and some zip ties, and it’ll all clear nicely. I chose to use up some leftover Killmat inside the console to help deaden some noise. This is not necessary but every little bit helps.

By ensuring your transmission is both reliable and durable, you not only enhance the performance of your vehicle but also safeguard your investment in the long run. A robust transmission like the G56 not only meets these needs but also provides peace of mind, knowing you can tackle any road with confidence.

What products are offered and at what pricing strategy?

The company offers transmission models like the G56-R1 and G56-R2, and they adopt a competitive pricing strategy to provide cost-effective solutions to their customers.

What is the company’s commitment to its customers?

The company is committed to providing exceptional service and value, focusing on meeting the needs and expectations of its customers through quality products and support.

Why is having a reliable and durable transmission important?

A reliable and durable transmission is crucial because it ensures the smooth operation and longevity of a vehicle, minimizing breakdowns and maintenance costs for the owner.