My stock 5.9 dynoed at 282hp. I doubt any 6.7 is going to dyno less than that unless someone doesn't know what they're doing.
Will

 

That dyno run in that joke of a publication also showed nearly NO driveline loss on the 5.9L. There is no such thing as a production pickup that only suffers a 3% driveline loss. Those numbers are fudged, plain and simple.

 

Lots of folks also dont know that all the 6-speed manuals are only 305/610. I get people trying to tell me all the time its 350/650 when its not!!

 

So the 6.7 with a 6 speed manual is only 305/610?

 

That is how Dodge advertises it. Only reason I can think of is that the G56 can't handle the additional power, but that doesn't seem right. Weird.

 

I don't think it is the transmission as much as it is the clutch that can't handle it. The G56, from my experience, has proven to be a pretty stout transmission. The stock clutch behind it, however, is a POS. Heck, my father's '05 could slip the clutch bone stock when it still had the stock dual mass flywheel on there. Now that he is ValAir-clutched, that doesn't happen anymore. Since the same clutch/flywheel combo is on the 6.7L trucks, it stands to reason that they would "dumb" the engine down a little bit to make the clutch last juuuuuust past that 100,000 mile warranty (which is exactly what happened on my father's '05).

I wonder, though, if it is possible to revert to the automatic "350/650" programming once the clutch/flywheel has been upgraded or whether that programming can only be had with all the separate signals needed to control the 68RFE.