ATS Diesel 2007.5-2009 Dodge Ram 4wd 68RFE Stage 4 Transmission Package

• High Volume Pum
• Heavy Duty Gear Train
• Handles High HP Applications
• Increased Transmission Torque Capacity
• 300m Steel Shafts
• Increased Diameter of Steel Shafts
• Laser-Cut Clutch Packs
• Multiple Clutches in Clutch Packs
• Increased Transmission Lubrication
• Single Sided Friction Clutch Services
• Apply More Power through Clutch Services without Burning Up
• Evenly Distributes Torque Between Clutch Services
• Enamel Coating Painted on to Prevent Corrosion
• Recomended Use with ATS Co-Pilot for Products Full Potential
• ATS Five Star Viskus Clutch Drive Torque Converter:
• Product Made in America
• Pantented Viskus Clutch Drive System
• Billet Cover with Patented Square Flank Drive
• Increased Oil Flow
• Decreased Transmission Temperatures
• Improved Vehicle Response
• Improved Towing and Driving Ability
• Increased Efficiency
• Increased Reliability
• Supports Increased Torque Loads
• No Slip Design
• 300m Billet Steel Cover
• Custom Stator with High Flow Windows
• Redesigned Spring Dampener
• Viskus Disc CNC Laser Cut Clutch Plates
• Square Tab Construction (Not Round) Clutch Plates
• 5 Clutch Plates
• Runs on Bearings that Wont Wear Out Like Stock Parts
• Plasma Welded for Unsurpassed Strength
• Fully Welded Turbine and Impreller Vanes
• Hardened Turbine Splines
• Unique Bonding Technology to Ensure 100% Chemical Bond (ATS Exclusive
• Clutch Formulation)
• Optimized Factory Stall Speed
• ATS Extra Deep Transmission Pan:
• Easy Installation
• High Quality Aluminum with Powder Coating
• 5 Extra Quarts of Fluid Over Stock
• 1" Magnetic Drain Plug
• Pre-Tapped for Sensor

Includes:

• Billet Input Shaft
• Billet Flex Plate
• Five Star Torque Converter
• built 68RFE transmission
• Reinforced Overdrive
• Underdrive hubs and Compound Planetary Assembly
• Deep Transmission Pan
• Reinforced forward hub and shaft
• Reinforced intermediate shaft and hub
• Modified pump
• Modified valve body

The Torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter. This also regulates minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure.

The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the Co-Pilot. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horse power levels.

Next, we removed the plastic low sprag and replaced it with a metal clutch. Due to physical limitations inside the transmission, there is no way to make it physically larger. However, we bypass its use when paired with the Co-Pilot, thus eliminating failures between 1st and 2nd gear.

A common failure on the 68RFEs are cracked shaft hubs. Even with stock power, the hub can begin to crack near the point it meets the shaft. ATS reinforces this area to avoid torsional stresses that can cause catastrophic transmission failure. This is a standard on all ATS 68RFE packages.

Modified power or towing frequently can cause the rear planet pinions to loosen and cause catastrophic transmission failure. ATS reinforce the pinions to prevent any movement of the pins - thus eliminating failure from the factory design.

At this point, we needed to look at the valve body and build it around the ATS Co-Pilot features. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve a flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body. Hydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations.

Clutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 68RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces.

The clutch surface area are:

The Under Drive (Forward) clutch pack surface area is increased by 21%, using single sided clutch plates.
The Over Drive clutch pack surface area is increased by 17%, also using single sided clutch plates, this allows for better clutch control when overdrive is used at higher power levels.
The 2C clutch pack surface area is increased by 34%, using double sided frictions.
The 4C clutch pack surface area is increased by 34%, using double sided frictions.

All ATS 68RFEs come with a deep pan. The pan adds extra fluid, features an aluminum-finned design, magnetic drain plug and is tapped for a temperature probe. One of its most important benefits is that it adds rigidity to the case. 68RFEs are known to have excessive case-flex, which results in a cracked bellhousing, tailshaft or main section. The ATS Deep pan eliminates flex and works towards avoiding a cracked case.

The first thing that needs to be addressed is the clutch packs. These are the connection point for a transmission when transferring power in the gears. These clutch packs have a great deal of room for improvement. When we rebuild the transmissions in-house, we replace the overdrive, intermediate, and forward clutch pack backing plates with machined plates. This allows us to install an extra clutch in each pack. This gives us more surface area to hold added power or heavier loads. Being that there is less chance for slipping the clutches when engaged, it also increases reliability.

Next, we move to the transmission pump. This serves two purposes: circulating fluid and pressurizing it. Our main goal with the pump is to increase its pressure output ability. By doing this, we can raise pressure throughout the entire transmission, which takes us to the valve body.

The valve body is known as the "control center" of the transmission. This is what mechanically controls gear up-shifts and down-shifts, converter lock up, Park/neutral/reverse/drive, and line pressure. The main thing we are after here is line pressure, which the valve body acts as control. By increasing line pressure, we have the ability to increase the clamping force that is put on the clutch packs. Holding them tighter, also drastically increase the torque capacity on the transmission.

Finally we direct our attention to the rest of the transmission. This includes replacing all bearings and seals with new parts, and replacing the bands as well. The case is cleaned and painted with a sealed enamel to keep your transmission looking good, and prevent any type of corrosion. And finally, our deep pan reinforces the case to prevent flexing or cracking.

For about twenty years, ATS Diesel Performance® has been a prominent manufacturer of diesel truck performance products known all over the world for innovation and solid workmanship. The company strives to meet the most demanding requirements of its customers whether they need efficiency and power for off-road, recreation, towing, or racing. With a headquarter in Arvada, Colorado, ATS Diesel invents, designs, and makes a large variety of products for Dodge, GM, Ford, Chrysler and Jeep vehicles.