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swirvin21 · 08-07-2010, 12:31 PM

Getting things ready for the V10 swap that I've been babbling on here for over a year about. Motor is being pulled from the donor and will be rebuilt before installation.

I've been doing research on other possible auto transmission options and want some input aside from costs. Options are: 4L80E, 700R4, Allison 1000

The Allison has the best overall 1st gear ratio at 3.51 vs the 4L80E at 2.48 and the 700R4 at 3.06. This is not a huge issue as I will be running a doubler kit regardless. I've heard great things about the 700R4, except that the pan and case are wide, so many people have front driveshaft clearance issues and sometimes have to run a 2 piece front shaft. I've also heard some people have broken the case, which would be a big buzz kill. I'm not worried about the 4L80E electronics as I can get either a full manual shift or a stand alone controller.

I have NO experience with any of these transmissions. I'm tired of wasting money on 46/47RE rebuilds and want something that will last a little longer than a few years or 50K. My truck is currently very jack of all trades: some towing, good amount of offroading, some daily driving. Right now I'm on 35's, but that will eventually be closer to 40" once this swap is done. I do not tow with a goose neck, but do tow up to 7-8K with the receiver on occasion. When I do tow it is either a camper, flatbed, boat, or someone else's rig on a trailer for no more than a few hundred miles.

Looking forward to hearing everyone's suggestions!

**outalne94z71** · (This post was last modified: 08-07-2010 12:43 PM by outalne94z71.)

allisons i know nothing about so i have no opinion there, i would not use a 700r4 as you may as well stick with the dodge trans then.

now the 4L80e/4L85e is what i would pick not knowing much about allisons, in stock form you can tow in o.d. according to my owners manual, building it to 4L85e spec or better with a manual kit or stand alone controller would be my choice.

**v10sport** · 08-07-2010, 01:57 PM

Something isnt right if your building Dodge trannies every 50k. There are companies that warranty the tranny for 100K and torque converter for life. You build power and any of the above listed transmissions they also will need to be beefed up. The 47 I built, held up to my V10, which ran 15's in the 1/4 mile with 11" of lift and 42" tires. I raced it 3 to 4 time a month. The 48RE was behind my modded Cummins with 37's. Granted that built had the best of everything, it took everything I threw at it and begged for more. Biggest hurdle will be finding an adapter using the other transmissions. The v10 uses the same bolt pattern as the Cummins, so some has to make them

**outalne94z71** · 08-07-2010, 02:17 PM

(08-07-2010 01:57 PM)v10sport Wrote: Something isnt right if your building Dodge trannies every 50k. There are companies that warranty the tranny for 100K and torque converter for life. You build power and any of the above listed transmissions they also will need to be beefed up. The 47 I built, held up to my V10, which ran 15's in the 1/4 mile with 11" of lift and 42" tires. I raced it 3 to 4 time a month. The 48RE was behind my modded Cummins with 37's. Granted that built had the best of everything, it took everything I threw at it and begged for more. Biggest hurdle will be finding an adapter using the other transmissions. The v10 uses the same bolt pattern as the Cummins, so some has to make them

the adapter is not all that hard to find , cummins to th400 adapters are all over and usually go for $400 on ebay, they were in like frito lay trucks and stuff like that

swirvin21 · (This post was last modified: 08-07-2010 05:47 PM by swirvin21.)

the adapters aren't that hard to find actually. I found all of them at the same place.
http://www.transmissioncenter.org/cummin...dapter.htm

Granted these adapters are from $1100-$1400, but they are billet and come with the upgraded flexplate. I've heard some questionable stories on the 4BT adapters that came out of the bread trucks. Yeah they are cheap, but I've heard fitment and strength issues when used in a 6BT, so I'd rather avoid it. Do it once and be done with it!

(08-07-2010 01:57 PM)v10sport Wrote: Something isnt right if your building Dodge trannies every 50k. There are companies that warranty the tranny for 100K and torque converter for life.

I would love to find a warranty like that, please let me know where I can find them. I had the 46 behind my 360 and I've had to rebuild it twice in less than 40K. Granted I did $2000-2500 rebuilds each time without the high end parts, but I only towed maybe 3-5K out of those 40K and they still went bad. I have the HD package with additional tranny cooler (that I replaced on each rebuild). I'm also running 35s on 4.88s now so I'm overgeared if anything. Only having 4.10s before could have contributed, but shouldn't have cause it. So far I've adjusted the bands on this tranny once in 15K and I'm about to do it again here soon because sometimes it won't release out of 2nd on hard acceleration. Plus I replace the fluid every 10-20K because I'm constantly worried it will go bad, ATF +4 ain't cheap ya know!

The reason I am considering the tranny swap is a really good 47/48 build is approx $4200-4500 w/ trade in. I can spend about the same or less and get an upgraded version of one of the others including the adapter.
700R4: adapter $1200 + $3000 = $4200
4L80E w/ full man ual shift: adapter $1200 + $3300 = $4500
Allison: adapter $1400 + $4200 = $5600

Granted the Allison is the most expensive and I know the least about it, but I've read good things. 1st gear ratios on the 47/48 and 4L80E are nearly identical: 2.45 vs 2.48 respectively. Just comparing the rated HP and TQ numbers on the 4L80E vs the 47/48RE is 1200hp vs 800hp(for the prices of the ones I used above). Is the 4L80E really that much stronger? I also see fewer complaints about the 4L80E vs the 47/48. V10Sport, I understand that you had a good experience with your 47/48, but I've heard and seen so many bad ones. I would rather spend an extra $1000 now and not have to rebuild again if I can. On top of that, the 47/48 is so much more expensive to rebuild than the others so if it does go bad it saves me money in the long run I think....

I would love to be talked out of this. So far everyone says it will work in theory, but very few, if anyone, have done this on a V10.

Shadow14 · 08-09-2010, 04:33 AM

I hate the 700R4 transmission. I broke 3 of them one summer. They were well built but they kept burning up. I also could break the lock up converter if I stepped on it too hard. Breaking it loose a few times destroyes the clutches.
I would stick to a dodge transmission.

swirvin21 · 08-09-2010, 07:15 AM

So far I feel like the 4L80E is beating out my 47RE.

swirvin21 · 08-09-2010, 05:37 PM

After more research, the 4L80E does not have a lot of transfer case options or adapters.....the search continues Bang Head

**outalne94z71** · 08-09-2010, 06:01 PM

(08-09-2010 05:37 PM)swirvin21 Wrote: After more research, the 4L80E does not have a lot of transfer case options or adapters.....the search continues

whats wrong with the borg warner they use?

swirvin21 · 08-09-2010, 09:48 PM

I need a driver's drop and I'm not a big BW fan. Looking for something with a fixed rear yoke, full gear operation, and reasonable low range. My original plan was to put a 241/205 doubler behind the 47RE, but that would require me to redrill the shift rails on my Ford 205 for rear linkage. Not a big deal, but one extra thing to deal with. I was hoping that by using a 4L80E that I would be able to use a 203/205 doubler, which is shorter, cheaper and doesn't need the 205 modified.

Did some research on the 4L80E and it looks like I can bolt a Chevy 241 to it with a stock adapter, but an NP203 would require the 203 to be drilled for the proper mounting pattern and possibly a new input shaft depending on which unit. Trying to keep this simple and cheap, something rarely found in a modified Dodge I'm afraid.

Might be cheaper in the long haul to just buy an Atlas or Stak!