Sun Coast SC-68-2 Category 2 Rebuild Kit With Torque Converter

XDP has the Sun Coast SC-68-2 Category 2 Rebuild Kit With Torque Converter you need to refresh the 68RFE transmission in your Dodge Ram 2500/3500 6.7L Diesel. The RFE transmission was originally designed by Chrysler and was introduced in 1999 with the debut of the new Jeep Grand Cherokee. The "RFE" is short for Rear-wheel drive Fully Electronic control. The RFE design was mostly observed in the new design to have 3 planetary sets for a 4-speed transmission in the 45RFE.

In 2007.5, Chrysler debuted the new 6.7L Powerplant in the all-new Dodge Ram, and Dodge wanted a transmission that was specifically designed for trucks. The previous model truck utilized the Torqueflite 48RE platform. The 46/47/48 Chrysler platforms were 3 and 4-speed transmissions that were mechanically and hydraulically controlled, with the most notable control system being governor pressure.

The first upgrade Chrysler wanted to make over the Torqueflite platform was the number of forward gears. For the 68RFE transmission, Chrysler decided to change to a six-speed unit. The additional gears allowed Chrysler to add a higher 1st-gear ratio and tighter shift recovery from one gear to the next. The tighter shift recovery effectively keeps the vehicle in a higher averaged horsepower and torque range, while also adding torque multiplication.

The gear ratios were improved as well. The new 68RFE boasts a massive 3.23:1 first gear, compared to the 2.45:1 first gear found in the previous 47/48RE platform. Chrysler also improved the second gear to a 1.83:1 versus the 1.45:1 found previously. The 68RFE was also given two overdrive gears, with the 5th being .81:1 and the 6th with the very deep .62:1. The predecessor had a single overdrive gear that was a .69:1.

The Category Kits
The SunCoast Category 68RFE transmission rebuild kits are engineered and developed to take a systematic approach to solve the issues with the 68RFE transmission. They approach each deficiency and need with careful consideration.

These kits offer you the same formulas that are used in our facility when Sun Coast builds these transmissions. They aim to offer you the most complete series of 68RFE rebuild kits available on the market today with proven combinations for an effective build.

The V2 Billet Drum Assembly
The stock overdrive clutches are at a high risk of failure when towing or installing aftermarket performance parts such as a programmer or larger turbos. When exposed to increased torque or higher temperatures, the factory drum will warp, causing additional clearance and uneven apply. This will always result in burnt clutches. The clutches in the overdrive housing are definitely the weakest link in the 68RFE transmission design.

The V2 68RFE Billet drum is the most groundbreaking thing that has happened to the 68RFE. There has been no other project that Sun Coast has invested as much research and development. They have had over 1,000 horsepower on this drum. This is the end-all, be-all of the 68RFE drums, fixing the issues plaguing the overdrive circuit without the annoying squawk that is so common in the 68RFE.

Some of the features and benefits of the 68RFE Billet V2 Drum Include:
Consistent Factory Like CVI's
No Centrifugal Apply Springs
Increased Friction Elements In Overdrive
Wall Thickness Increased To Improved Drum Rigidity
Completely Assembled That Is A Drop-In Replacement
24% Improvement In Hydraulic Clamping Force Over Factory Drum
Increased Wall Thickness To Reduce Lateral Movement In Overdrive Apply Plate
Quad-Ring Design Of Inner Drum O-Ring Maintains Compression During High RPMs
New Lip Seal Style For Outer Sealing Surface For Outer Seal With Increased Diameter

This 68RFE overdrive billet drum boasts an enormous 24% more clamping force over the stock drum, improving apply time and reducing slip engagement significantly. This new V2 drum also incorporates a recently designed Quad Ring that allows ideal stretch and compression during higher RPM operation to ensure a consistent clutch volume index throughout the life of the transmission. Wall thickness has also been enhanced in this new drum to improve drum rigidity and decrease lateral movement in the overdrive apply plate. This drum comes completely assembled as a drop-in replacement with all-new internals. There is no need for a core, and nothing is used from the previous stock setup. Whether it's heavy hauling or street use, this SunCoast V2 Drum is the right drum for you.

The 2C Piston
The factory-molded piston is prone to uneven apply, which leads to too much heat in the clutches and steels and leads to premature failure. In this 68RFE transmission rebuild kit, Sun Coast replaces the factory piston with a much-improved billet piece that also allows for one additional clutch, further enhancing surface apply area. This new billet apply piston corrects these problems and adds matched performance.

Zero Cavitation Filter Kit
The stock 68RFE has had many issues with the pressure relief check valve system on the transmission pan filters. Originally, Chrysler had problems with the plastic filter splitting in half. This was later solved by adding a pressure relief valve on top of the filter. This later proved to be an issue as the valve would release itself from the filter entirely.

This bottom feeder filter kit allows the usage of a Torqueflite filter to not only stop pump cavitation but also allow a higher volume of fluid to be passed through the system. This will also enhance fluid flow in high-line pressure situations. The system requires either a deep aluminum Mag-Hytec that Sun Coast modifies or a specific OE pan.

The High-Pressure Tuneless Reprogramming Kit
The TransGo High-Pressure Tuneless Reprogramming Kits fit 1999 to 2018 Chrysler, Dodge, RAM, and Jeep vehicles equipped with 45RFE, 545RFE, 65RFE, 66RFE, and 68RFE automatic transmissions equipped with gasoline or diesel engines. This kit provides improved transmission durability for engines with more horsepower and torque output when aftermarket engine tuners and other modifications are installed.

Until recently, when someone increased the horsepower and torque of the engine, the only way to drastically increase the transmission operating pressure required reprogramming the computer. As a result, computer programming can lead to harsh or binding shifts, erratic operation, and on occasion, catastrophic internal hard parts failure.

Increasing main line pressure the conventional way with a pressure regulator spring could not be done because the monitoring system would see the higher-than-expected pressure and immediately set a code as well as put the transmission into limp mode.

TransGo Tuneless technology provides a recalibrated pressure curve that mirrors the throttle position and torque output. Subsequently, this elevated pressure curve delivers increased clutch and TCC holding capacity along with shorter cleaner shifts at all throttle positions. The patented internally balanced calibrations provide a progressive clutch apply pressure that increases line pressure across the entire throttle range. As a result, max line pressure is now 210 psi which is a 30% increase over the factory 160 psi max line! The Kit also addresses the converter clutch apply circuit with a built-in bypass to stop converter ballooning that comes with elevated line pressure.

Features and Benefits:
Replacement Self-Cleaning Low/Reverse Switch Valve As Well As The End Plug
Converter Clutch Apply Pressure Bypass To Prevent Torque Converter From Ballooning
Optional TCC Control Valve For Use With Triple-Disc Converters For Smoother TCC Apply
Drop-In Torque Converter Limit Valve System For Early & Late Pumps, Saving The Cost Of A New Pump
New Pressure Regulator Spring & Matching Triple Valve Body Separator Plate Adds 30% More Line Pressure Across Entire Throttle Curve To All Clutch Elements, Eliminating The Need For Computer Programming

Corrects/Prevents/Reduces:
Drain-Back
TCC Slip Codes
TCC Slide Bang
Rough Lock-Up
Limp-Home Mode
Low Line Pressure & Code P0868
Burnt OD Frictions Due To Increased Engine Horsepower

Includes:
PR Valve Spring
Valve Body Gaskets
Replacement Piston
Drill Jig, Drill Bit, & Deburring Tool
Heavy-Duty Accumulator Plate/Cover
Heavy-Duty Snap Ring For Input Drum
TransGo-Engineered Accumulator Seals
Recalibrated OD Accumulator Springs & Shim
Patent-Pending Triple Valve Body Separator Plate
TCC Recalibration Accumulator Springs & Retainer
New Drop-In Torque Converter Limit Valve System
Optional TCC Control Valve For Use With Triple Disc Converter
Replacement of Self-Cleaning Low/Reverse Switch Valve & The End Plug

Accumulator piston scuffing and bore wear are common problems in Chrysler 45RFE, 545RFE, 65RFE, 66RFE, and 68RFE valve bodies, especially when running greater pressures. The factory accumulator pistons have two seal rings. The seal groove at the open end of the piston is a larger diameter, with the seal ring acting as a guide to stop piston-to-bore contact. The seal groove at the closed end of the piston is a smaller diameter, and the seal ring acts as a normal seal. However, due to the smaller seal groove diameter, the piston will contact the bore when side-loaded, resulting in scraping, wear, and leakage of clutch apply pressure.

The Sonnax Accumulator Piston Kit (44894-01K) features two guide seal rings, one at each end of the piston to stop piston-to-bore scuffing when side-loaded. Furthermore, the oil sealing ring location is relocated on the piston, allowing it to run in an unworn portion of the bore and permitting bores with moderate scuffing to be salvaged. Manufactured from 6061 billet aluminum, these pistons will upgrade late-model applications with plastic pistons to stop transmission failure due to piston breakage.

Features and Benefits:
Dual-Guide Seals Prevent Piston-To-Bore Scuffing
Updated Seal Location Allows Use In Scuffed Bores
Prevents Transmission Failure From Broken Plastic Pistons

The Deep Pan
What is the simplest upgrade to ensure long service life out of your 68RFE transmission? A simple transmission pan upgrade does wonders. In this kit, Sun Coast includes a Mag-Hytec deep aluminum pan. This new 68RFE deep aluminum pan will add 4 additional quarts of transmission fluid. The extra fluid will increase the surface area for the fluid, helping to ensure cool temperatures when towing or hauling. This new deep 68RFE pan is also equipped with a flush mount drain port, allowing fast and easy fluid replacement. This pan is also ribbed, allowing for additional heat dissipation and structural integrity to keep the case flex at a minimum. This pan is also modified to fit the Suncoast Zero Cavitation filter kit.

The Torque Converter
This Category 1 SunCoast Torque Converter fits 68RFE transmissions and is engineered to handle all your day-to-day tasks. Whether you're moving a camper or hauling dirt to a job site, this torque converter is designed to improve vehicle response and give you years of solid, reliable performance. It includes furnace-brazed fins and hardened turbine splines. The clutches in this converter are carbon-graphitic for accurate and precise lock-up.

The front cover is CNC'd from 4140 HTSR steel to precise tolerances. The stock apply piston on these units is known to be a weak link on the 68RFE torque converters. On the SunCoast Category 1 68RFE Torque Converter, the apply piston is also upgraded to billet material, guaranteeing zero deflection when applied and precise lock-up consistently for the life of the vehicle. If you are looking to increase the performance of the stock unit and looking for a cost-effective solution, this is the converter for you.

Features:

• 68RFE Pan Filter
• 68RFE Spin-on Filter
• 68RFE Billet 2C Piston
• 4C Snap Ring Retainer
• Accumulator Piston Kit
• Upgraded 2C Clutch Set
• Zero Cavitation Filter Kit
• 68RFE Accumulator Plate Kit
• New 68RFE Thrust Bearing Kit
• Transgo 200 PSI Valve Body Kit
• 68RFE Triple-Disc Torque Converter
• 68RFE Complete Gasket and Sealing Kit
• Mag Hytec Deep Pan Holds 4 Additional Quarts
• New SunCoast V2 Billet Overdrive Drum Assembly