Thanks for the 3 pages of crap everyone. Here are all of my rule # 1's...

1. Duralacks motors are terrible, will only hold 30 lbs of boost from the factory. (Cummins will hold 50+)

1. Powerjokes are terrible as well... Gotta pull the cab off the frame just to change a head gasket LOL

1. Neither of those engines are ACTUAL diesel engines... Just converted V8's.

1. Why is it that out of every 500 sled pulling trucks are there only 1 Duramax and 1 Powerstroke?

1. All 3 pages of this **** didnt help me at all... Just made me realize that grown men act like stupid little punks and argue and bicker like school girls.

1. stay on topic or learn to be nice.

Moving on...

i pulled the pan and the filter and found that the overdrive solenoid was burnt and bad. i have one on order and will let yall know how that works out. The fluid looked really good and the filter was fairly clean as well.

 

Wrong, a stock Duramax will hold into the 40's, a stock Duramax turbo is good for about 32, it will give you more but at that point it would be out of its MAP, and not adding additional power. Boost is a measure of restriction (the goal here is to get volume into the motor) Due to the design of the heads a Duramax at 40psi is moving more air than a 6B at 40psi.... I'll try not to get any farther over your head...

Where the hell did you get the hairbrained idea that Duramax's and Powertrokes are converted V8's? That's the dumbest thing I've heard so far. No one has converted a block to diesel since GM's junk 5.7LN/A from the 70's....
You do know Cummins has built and is currently developing V8 motors right?

Cummins are good sled trucks because they are cheap and easy to mod. Also I don't know where you're from, but I've never seen 500 pulling trucks, it's usually more like 5 Cummins, 2 Powerstrokes, and 3 Duramaxes and none of then are chaining their hitches together like inbred Trev over there.

 

lol funny how this turned into a Diesel d*** size compitition, should be trying to help this guy out.

Obviously it seems like something is going in the OD unit, you can have a Chrysler Dealer or a shop that can access Chrysler Data with a more advance scan tool to look at the cluth pack fluid levels, theres usually a thresh hold and if its over it, the clutch pack is shot

 

The overdrive solenoid going is kinda common. Should fix it. Highly reccomend swapping in a 6- speed. 5- speed will do also, very common and relatively cheap to get a hold of. Buddy swapped a 5 into his auto over a weekend and spent round a grand.

Give ya an idea, my 2002 6 speed H.O. 4x4 w/ 140,000 miles on it stayed in 6th gear across Pa Appalachin "mountains" towing bout 9,000 pounds, still got 18 mpg on stock size all terrains. Unloaded i've gotten 26 mpg.

Sight better than i've seen any "cheby"

 

I got 14.6 mpg towing 9,000lbs on 33x12.50 mud terrains, about 400miles, slightly uphill route, A/C on, cruise on 75. Diesel trucks tow good, wierd huh.

Best I've averaged on a long unloaded drive was 22 mpg, cruise on 75, A/C on, 33x12.50 mudders.

To the OP I already voted manual swap in my first post.

 

To the OP, since you have the pan and filter off, you might consider adjusting the band just above the filter. That is the low/rev band, its not a very used band (only rev or manual 1st) but do it since you are there. Also if you feel like doing a little tweaking, you can adjust the TV and line pressure screws a little bit, just google it and read up to see if you think thats something you want to do.

Since you are doing other trans maintenance, you might consider adjusting the intermediate band too, this band is applied in second gear only (intermediate) Its adjustment is right beside where the front cooler line goes into the side of the case, kinda of a pita to get too though. Other than that you might also check the TV cable adjustment, throttle linkage and TP sensor.