As a Cummins guy my knowledge on Duramax engines is limited. I do know that the Allison 1000 of that year has a double overdrive which is very nice. I perfer a stick as I dont think any auto can reliably handle the low end torque of a Cummins when being worked.

I have heard of various issues with certain year Duramax. But I think by 09 most of that was worked out.
 
My 08 gave me 45000 miles of trouble free driving! The ONLY problem I had was the cooler lines for the transmission will leak at the cooler. New Orings fixed it, and even that was "upgraded" Orings. When you change the external trans filter, make sure you get the magnet out of the filter your taking off, the fuel filter is kind of a pain, but pulling the wheel liner is so much easier. I guess the biggest problem with mine was the dang oil filter needed a pipe wrench to get off. Even the guy at the dealership where I get my oil changed has one just for the Duramax filters. Wish I still had mine, but some butthead decided he needed worse than I did.
 
I have 100K on an 06 and have been very happy. Fuel filter is a pain. Love the Allison Trans. Mileage has been 18+ on the road no trailer; to 12+ pulling a bumper trailer with a 6K tractor on board.
 
Really don't know much about them but my take on this is why feed 8 when 6 will do the job better and i myself do not like automatic's . Almost every Mfg. of diesel engines has played the V8 game and the big boys have settled on and old fashioned in line 6 for the most part . I have a Cummins and i can still work on mine with out a computer . Yes it does take a few special tools to work on them but i have more then one to take care of so the tools were and investment and TAX deductible .
 
The Allison 1000 is the best factory transmission you can get and alot better than any manual. Not to mention the fact that none of the big three even offer a manual anymore. I am not aware of any problems with the "09 Duramax engines. Unless the oil filter locations has changed over the years (I"ve got an "06), they are easy to get to and no wrench required unless they are overtightened. Fuel filter is also easy to get to/change out unless its overtightened. I would recommend you buy the special water sensor wrench so you don"t round it off. Oil cooler lines leaking are common on ALL GM trucks using them. I would recommend Alligator Performance replacements for cost, quality and ease of replacement. Keep an eye on the front hub assemblies and transfer case for pump rub as those are also GM weak points but nothing major. All easy fixes you can do yourself. Go look around on The Duramax Forum for more information.
 
Fuel filter has changed, at some point, I don't know when, but the guy who changed mine always said every time he wished they had never moved it. I wouldn't think the oil filter has moved, but I know every thing I have ever tried to take the filter off, either rounded the filter to the point of not being able to use it, or simply broke. I NEVER over tightened it and used oil and once silicon grease on the oring. I was more scared of damaging the filter putting it back on, so I never used anything other than my hand to do that. My filter sat verticle, threads toward the front of the truck under the drivers side. I had found multiple instances of this being a problem, I only used AC delco, or Puralator filters on that truck.
 
Don't know who you are refering to as the big 3, maybe Ford, GM and Toyota but just put the bids out this week for a new RAM with a Cummins and a six speed manual.
 
No I did not mean Toyota. I see you are correct about Dodge though...a friend had told me they no longer offered a manual. Either way, I think the Allison beats them all.
 
I have been around for a good while and i have played the game with SLUSH BOXES and one thing about all of them is that at some point they will drop kick ya . And when it comes to making things move ya still can't beat a standard transmission. I have built many 904-727 and C-6 transmissions Yea i can make them better BUT they still go out . Maybe not as fast as a stock one but they will still drop kick ya. Just how many Allison’s do you see in big rigs hauling the big loads???? . Did ya ever see how many pony power ya loose thru a slush box . why are they forcing you into a slush box , because this way they can control the emissions better with controled shift points . Maybe ya never had a slush box come up against the converter and plum not move the load . Or if you had the pony power swell the converter and still not moved the load.. As far as i am concerned you have more control with a manual . and one other thing here ya have to learn HOW TO DRIVE . The down side of a manual is it takes away from texting , selfy's, doing your makeup . And make you malti tasking . Same as big trucks to day , they only put ten speeds in them so the idiot drivers can use there fingers to keep track of what gear there in with out removing there shoe .
 
AMEN, I hate an automatic,my wife hates them worse(she prefers a 13 Spd). When everyone finally quits making straight drives,I hope I'm too old to drive or can afford to hire a Chauffeur.
 
Just think how empty the roads would be if they went back to the old TWO STICKS . Yep i can still drive a twin stick . The only combo i never drove was in a big old Autocar that the construction co. had that i worked for as it was a 6 and 5 progressive . That one was our heavy haul tractor next down is the one i drove and it was a Mack with a 5 and 4 progressive .That would handle up to fifty ton after that it was the A car's job.For the light haling it went to the White Mustangs . First 13 i drove was in a Dimound Reo with a 318 , thought i died and went to heaven .
 
Your talking 727 and 904 dodge transmissions right, I know the 727 are like bulletproof, but if you rebuild them, what do you say about the 904? Everyone I talk to says there junk and I am a mopar fan big time, but that 904 is the one thing that keeps me from buying an old dodge, I always try and find the 727 I like it the best.
 
Think you nailed it here about the inline six, look at all the semis and tractors you don't ever see a v8 in them nowadays, everything's is inline 6 and cummins makes a fine motor. V8s are for gas not diesel, although we have a 903 cummins in a old 4wd Massey which sounds good, has good power up top but doesn't have it down low like a inline 6
 
904 was used on small block and 6 cylinder . The 340's ran a small case 727 . Nothing wrong with a 904 and you could lightly build them . I had a 71 Duster 340 with a SLUSH box , yea it was ok AFTER it came off the bench , that was my second slush box and the next one was in a 73 F250 4X4 , yea it was ok After it came off the bench and lasted five years before it died , next one was in a 78 F250 4X4 and the first one lasted FIVE days the next one lasted Three days and the next one lasted two weeks while it was parked for 10 days . The next trans came from the factory and it lasted four days . then i got in it and did the next rebuild and got five years . How may GEAR DRIVE tranny's have i lost in the 51 years of driving drag racing playen in the MUD and towing 0 . how many clutches in the 51 years , we will not go into the defective Borg an Beck ones in 68-69 a grand total of four one i blew at around 75008 grand ( not a fun experience ) that one was a Shaiffer dual disc (S/P) one in my semi twisted the centers out of both disc's and the one in my 88 Ford F350 due to the throw out bearing exploding .
 
Alright most people I've talked to dont like them but I'm sure I will buy one someday and give it a try, I have a 360/727 now and my next will be a 440/727
 
They are a grocery getter transmission not a drag race trans. But like i said you can BUILD them to take a hopped up 318 , ya want better then ya find a small case 727.
 

I bought 2500 HD Duramax/Allison new Nov.of 09.
I have 94000 miles on it.I service it regularly when computer says and its around 10,000 miles.
I pull a 15000 gvw bumper pull with a 8000lbs tractor on it. It does not know its back there.
Only issues; Adjusted headlights one time, Had to blow Radiator and condenser because packed with honey bees From orchard pollination season.lol, Second set of tires, One front alignment. That's it.
You could not pry that thing from me.
Tony
 
Not sure when they came out with the smaller & larger recievers, but there are 3 sizes now.
Small vehicles such as minivans, cross-over SUVs, & small cars get the 1 1/2 in recievers, 1/2 & 3/4 ton pickups get the 2 in, & 1 ton pickups get the 2 1/2 in. It seems that people with small vehicles were using the standard 2 in recievers & overloading. Now the reciever class sort of fits the vehicle weight rating.
Willie
 
(quoted from post at 19:12:38 02/08/14) Think you nailed it here about the inline six, look at all the semis and tractors you don't ever see a v8 in them nowadays, everything's is inline 6 and cummins makes a fine motor. V8s are for gas not diesel, although we have a 903 cummins in a old 4wd Massey which sounds good, has good power up top but doesn't have it down low like a inline 6

I disagree. V8's are still very much alive and kicking as diesels. Ever stand next to a 3508 cat under full load on a drilling rig? How about a trio of C32 cat V12's putting out full power on a huge triple decker drilling rig? Believe me, it's truly an awesome experience. Also, look at European machinery. Scania's big V8 in their trucks can kick the crap out of any inline six in a truck over here. Also had the chance to see an Iveco Vector in a New Holland forage chopper.

Oh, and Cummins used to make good engines. That stopped around 2003 with the bigger engines, when they dropped the N14 and went to the CAPS fuel system on the 8.3. I always did like the 5.9, but alas, that's gone too. I have a friend with several new Pete's with the ISX, between low power, issues with the emissions system, blown ECM's, and dropped liners, these trucks are slowly breaking him. Right now, Volvo and Detroit are the go to engines for heavy truck applications.
 
Cummins still makes a awesome motor, not many will beat it
the Detroit is good and same with the iveco, the cat is good
but expensive to work on
 
Get ahold of Goerend, or a stage 2 from ATS, if they will do a gasser transmission. They say if you take out an ATS stage 2 or higher you were trying.
 
Can't say much about an 09, but prior to the new body in 07, all 15,25,3500 trucks, regardless of engine, used the same torsion bars, wheels bearings, ball joints, etc. My old-style 07 V6 ate a unit bearing around 45,000 miles. Warranty covered the bearing but turning the rotors cost me $225, I think the dealer probably got paid twice for that warranty job.
If there was a cheap way to make a Cummins get along with the Allison computer, I think both Chevy's (05 and 03) at work would be running a Cummins engine. 05's had a set of head gaskets and a new motor, the 03 is on its 3rd or 4th set of injectors. Both have taken several front wheel bearings, ball joints, and half-shafts.
And they've both only got about 110,000 on them.
 
No, no, no. They all use the same basic design but everything about the HD trucks is bigger. Do you think they put the same torsion bars on an 8,000lb dually with a 900lb Duramax as a 4,800lb half ton with a 425lb v6? Look up the part numbers.
 
It is a shame that Chevy doesnt offer their trucks with the ZF-6 manual anymore as that is absolutely the best 6 speed in a pickup. Ford's ZF-6 is different than Chevy's was but overall the same.
For many reasons I choose a manual over an automatic for towing.
I would take a ZF-6 truck ANYDAY over an Allison 1000 equipped truck. The ZF-6 is way more robust and if Dodge managed to get the contract for that transmission the other two would've been out of business.
Allison 1000's have a good record of reliability but its still an automatic.
 
(quoted from post at 10:14:41 02/10/14) It is a shame that Chevy doesnt offer their trucks with the ZF-6 manual anymore as that is absolutely the best 6 speed in a pickup. Ford's ZF-6 is different than Chevy's was but overall the same.
For many reasons I choose a manual over an automatic for towing.
I would take a ZF-6 truck ANYDAY over an Allison 1000 equipped truck. The ZF-6 is way more robust and if Dodge managed to get the contract for that transmission the other two would've been out of business.
Allison 1000's have a good record of reliability but its still an automatic.

Ford's ZF-6 has an external cooler, GM's doesn't, what else is different?
 
Multiple injector failures says whoever changes the fuel filter is getting dirt in them while changing. I"m not defending the location of the filter, but there is no excuse for shoddy work.
 
As the diesel specialist at a Ford/GM/Chrysler dealer, the biggest problem on an 09 is the occasional glow plug failure. 11 and up have troubles with NOX sensors.
 
I believe dieselhub has a writeup that talks about it. In short, the Ford and Chevy ZF-6 has minor differences that make most parts non-interchangable.
I dont hear of any real problems with either one. I wish there was a manual transmission that could handle 800ft-lbs. My NV4500 does the job just fine though. Much better than the upgraded 47RE that was there but I will not crank more than 600ft-lbs through the NV4500.
 
(quoted from post at 10:03:17 02/08/14) The Allison 1000 is the best factory transmission you can get and alot better than any manual. ..............

keep dreamin' like that and you'll have a job with gm corporate advertizing :roll:
 
(quoted from post at 08:59:19 02/17/14) I believe dieselhub has a writeup that talks about it. In short, the Ford and Chevy ZF-6 has minor differences that make most parts non-interchangable.
I dont hear of any real problems with either one. I wish there was a manual transmission that could handle 800ft-lbs. My NV4500 does the job just fine though. Much better than the upgraded 47RE that was there but I will not crank more than 600ft-lbs through the NV4500.

Seems to me there are lots of fully synchronized manual trans available (i.e. med duty) that could work if the OEM's wanted to do it, but transfer case mounting may be an issue....and the average pick up buyer has long since stopped buying manual trans, GM buyers being the first in the category.

I passed on a Duramax 6-speed 2500 a few years back. Didn't want a 2wd with an injector eater.
 
Buy it, you won"t regret it. We have 9 of them for a hay bailin business and the range from 04-10 and 104,000-485,000 miles. Have not done tranny work on any of them other than service. Put one pump on the the 04 and an alternator. One injector on the 06 at 285,000 miles. I don"t like the front suspension as well as the Dodge (4wd only) but the reliability of the drivetrain makes up for it.
 
(quoted from post at 22:28:32 02/17/14)
(quoted from post at 08:59:19 02/17/14) I believe dieselhub has a writeup that talks about it. In short, the Ford and Chevy ZF-6 has minor differences that make most parts non-interchangable.
I dont hear of any real problems with either one. I wish there was a manual transmission that could handle 800ft-lbs. My NV4500 does the job just fine though. Much better than the upgraded 47RE that was there but I will not crank more than 600ft-lbs through the NV4500.

Seems to me there are lots of fully synchronized manual trans available (i.e. med duty) that could work if the OEM's wanted to do it, but transfer case mounting may be an issue....and the average pick up buyer has long since stopped buying manual trans, GM buyers being the first in the category.

I passed on a Duramax 6-speed 2500 a few years back. Didn't want a 2wd with an injector eater.

I agree. There wasnt enough money made on manual trans trucks.
I myself perfer a 2wd manual trans truck as a tow rig.
 
(quoted from post at 03:01:44 02/18/14) . I don"t like the front suspension as well as the Dodge (4wd only) but the reliability of the drivetrain makes up for it.

Thats funny. The new Dodge tranny's are equally as good as the Allison 1000 is. Matter of fact, the 68RFE auto has a higher input torque rating. And the Aisin blows the Allison away.
 
I agree. There wasnt enough money made on manual trans trucks.
I myself perfer a 2wd manual trans truck as a tow rig.

Simplest combo yes and if I was towing all the time on pavement, that would be perfect (The 6-speed Duramax was a Florida Snowbird camper truck....)
I was looking for manual trans and wasn't fussy 2wd/4wd but ended up best deal on a 4x4 and I will say the short stick gets used FAR more often than I figured it ever would.
 

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