CDT Performance & Off-Road - Automatic Components & Overhaul Kits

The advantage of the 4R-Performance transmission over any Stock or performance built 68-RFE is ultimate reliability and price. The 68-RFE transmission has some great qualities but unfortunately it suffers in several areas that can not be easily overcome. Our performance built 68-RFE transmission with the Co-Pilot installed is great at power levels up to about 600 RWHP, although we have several trucks out there that are 900 plus the 68-RFE is not the favored choice for that power level.

Here are a few conditions that we have a difficult time dealing with when it comes to the 68-RFE clutch to clutch transmission. First off the 68 clutch apply and release is 100 percent computer controlled. That means every time a clutch pack is applied or released the computer must control the exact clutch apply rate and the exact clutch release rate during the shift with exact precision or one of the two clutch packs being applied and released will be damaged. This is the real issue with the 68 transmission.

There are 5 clutch packs in the 68 transmission that are responsible for all forward and reverse gears. If two clutch packs are applied you get one of 6 forward gear ratios, if one is applied you get no movement and if three are applied you get a bind-up or clutch drag! It is just short of a miracle that the Dodge TCM can adapt to such changing conditions that effect clutch to clutch application rates as well as it does.

Here are a few of these changing conditions, fluid temperature, engine load, power level, throttle position, clutch coefficient, line pressure, internal hydraulic leaks, internal clutch clearance, solenoid resistance, wiring fatigue, corrosion, battery voltage, humidity, vibration, and the list goes on and you get the point. This is all wrapped around the envelope that the engineers calculated to be the environment that the 68 transmission would live in. This is why the 68 is relatively reliable in a bone stock truck using factory stock calibration.

As soon as you increase power to the engine by installing a tuner you go beyond the ability for the TCM to accurately calculate the clutch volume index (CVI) of each clutch pack. CVIs are used by the TCM so it knows the clutch pack clearance of each clutch pack. The TCM must know the clutch pack clearance so it will know what CVI number to plug into its algorithm to accurately apply and release the on and off going clutch pack. The TCM must do this correctly every time under all power levels to ensure a consistent shift takes place.

Where the 68 gets into trouble, We deal with all this nonsense by placing the Co-Pilot between the TCM and the transmission and apply another level of input (True engine load) to the TCM and take control of the transmission. This allows our Built 68-RFE to reliable and consistently handle up to 650 RWHP without the negative effects as long as the rest of the factory electronics are in good condition. As you can see 68 transmission is a slave to the outside environment and is very venerable to so many possible problems that can and does often cause total transmission failure in a very short time!

The 4R Advantage: First off, the 4R transmission is a synchronous type transmission which means there is no clutch to clutch timing issues that need to be dealt with by the computer! This in it self lay the foundation for a brutally reliable transmission package! Shift quality is much better controlled by the 4R trans, all shifts are actuated by an on/off shift solenoid that passes clutch application through a clutch fill valve that also has an accumulator to better control clutch fill time allowing for precise clutch application. This provides a near perfect shift at all power levels.

The gear ratios of the 4R Transmission are evenly spaced providing a consistent RPM drop between all shifts. This consistent RPM drop gives a smooth power transfer while reducing the air disturbance through the turbocharger maintaining even boost levels. The Torque converter clutch (TCC) application is a modern day type Pulse Width Modulation (PWM) signal that provides smooth controllable TCC application. All this combined adds up to a transmission that shifts through all the gears and applies the TC with smooth accurate operation.

Components: Torque converter: The specialty built torque converter is custom manufactured to perfectly match the exact stall speed of the Cummins torque curve to provide the optimal RPM flash stall allowing the turbocharger to start making boost pressure while at the lowest RPM range possible. This is all because of the properly designed Turbine, Impeller and stator design. The billet stator directs fluid from the impeller back into the turbine to most efficiently harness the lost energy in the fluid that is not absorbed by the turbine. All this means the torque multiplication is maximized providing a very smooth power transfer and maximum torque transfer from the engine to the transmission at a RPM that is well within the beginning of the torque curve of the engine.

The lock up section of the converter is our patented Viskus Clutch pack design that allows for a smooth transition from fluid coupling to a 100 percent mechanical engagement providing over 3000 foot pounds of torque transfer without slip! The overly built Viskus clutch pack allows for a pulsed in TCC application at any power level without the concern of damage to the clutch pack. What this means is the PWM application of the 4R-Performance trans can be utilized in the programing to slowly apply the TCC providing a soft application while not damaging the TCC. All this translates to an even RPM drop any time the TCC clutch is applied. You will never again have to live with a hard TCC shift.

Gear Ratio: The 4R-Trans has a superb gear ratio set that really favors the Diesel engine. The gear ratio provides an even RPM drop between all shifts from 1st all that way to 4th gear. This coupled with the ability to release and apply the TCC between shifts gives the feeling of the smoothest power transfer at speeds up to 100 MPH! Here are the Ratios of the 4R-Trans; 1st: 2.71:1, 2nd: 1.54:1, 3rd: 1.00: 1, 4th: 0.71:1, R: 2.88:1.

Full Synchronous Shift: The synchronous shift application of the transmission mean there are no clutch to clutchtiming concerns to deal with while making the transition between gear shifts. The 68-RFE transmissions require a managed application rate to apply a clutch while also having to manage the release of a clutch to achieve a desired shift.

All this overhead presents a real problem when adapting to large power swings like a turbo charged diesel presents. This is the main reason the 68 transmission has a serious issue coping with the power fluctuation levels of the turbo charged Cummins. The 4R transmission clutch application only requires a single feed to apply all four gear applications. The simplicity of the hydraulic circuits and the synchronous operation provide a perfect performance transmission platform.

The 4R has electronic line pressure control, electronic accumulator control and PWM TCC control: All this allows the precision turning capability so the user can not only control when each shift occurs and the converter clutch occurs but the shift quality can be altered by changing line pressure along with tailoring the accumulator rate to optimize shift quality throughout the entire power curve. Not only can we tailor the shift quality but we can also tie the clutch application, TCC apply and accumulator rate directly to engine load instead of only throttle percentage! This equated to the best shifting transmission you have ever driven!

In general the ATS 4R Performance transmission package is the perfect transmission choice for just about any application. We offer a variety of mounting options so the transmission can be placed behind just about any 5.9 or 6.7L Cummins Engine. We have transmission internal build options from stock power to extreme 1500HP plus applications. The transmission controller package is easy to install and comes complete with all plug-n-play wiring harness, software and instructions.
Details:

• 4R100 Conversion Kit for 2007.5-2013 Dodge 6.7L 4x4
• Hook Up The 4R100 Transmission to your 6.7L 4x4 Dodge Ram
• For Ultimate Reliablility and Price
• Comes With All The Hardcore Parts To Install
• Sold As A Kit
• SKU: 319904A326

Fits:

• 2007.5-2013 Dodge Ram 4WD w/6.7L Cummins CR Engine to Ford 4R100 Transmission

Note:

• May Lose Some Creature Comforts
• Customers will be required to shorten/Lengthen the front and rear drive shafts for appropriate length, angle and fitment. Drive shafts are Not included.
• Customers are also required to replace the transfer case head gear which is included in this kit.

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ATS 68RFE Transmission Upgrade Kit - Valve Body and Co Pilot Package
Valve Body and Co Pilot Package Includes:

• 68RFE 5 Star Torque Converter
• 68RFE ATS Deep Pan
• 68RFE ATS Performance Valve Body
• ATS Co Pilot
• 68RFE ATS Transmission Case Support Bracket

Features:
2500/3500 Cummins Dodge Diesel

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68RFE Case Brace, external 2-piece girdle used to eliminate 68RFE cracked case failures.
Features:

• 2500/3500
• Cummins Dodge
• Diesel

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ATS 68RFE Transmission Upgrade Kit - CoPilot Package

Includes:

• 68RFE 5 Star Torque Converter
• 68RFE ATS Deep Pan
• 68RFE ATS Co Pilot
• 68RFE ATS Transmission Case Support Bracket

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ATS 68RFE Transmission Upgrade Kit - Valve Body Package Includes:
Details:

• 68RFE 5 Star Torque Converter
• 68RFE ATS Deep Pan
• 68RFE ATS Performance Valve Body
• 68RFE ATS Transmission Case Support Bracket. This Kit Requires High Pressure TCM Tuning.

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As high power output modifications become more common on the 6.7L Dodge, Ram along with the ability of the ATS-built transmission to support increased torque, the input shaft of the 68RFE Transmission has become a weak link. Horsepower is now easily modified in the engine and upgrades such as the Co-Pilot Controller allow for increased clamping-control of the clutch packs inside the transmission. This means that torque is now transferred to the transmissions input shaft and can lead to breakage during heaving towing or aggressive take-off.

To avoid breakage ATS has released a vacuum-melted 300M chromoly steel version of the input shaft. This 300M super alloy material is an ultra-high-strength metal which supports vastly more power than the original or OEM input shaft. This American-made material is used in mission-critical applications such as aircraft landing gear, and while being more costly than imported variants, offers the best strength and durability available.

ATS provides this billet shaft with an unmatched production process where inputs are first machined,then splined and heat treated. ATS furthers quality by executing a finish machining process which ensures clean fitment and improved fatigue resistance. Engineers at ATS spent great amounts of time by first designing and then testing the aspects of this new shaft in a computer-aided-design system, which allowed for modeling and material strength analysis.

When it comes to input shaft selection and aftermarket transmission choices, ATS presents the best option for uncompromised quality and durability through superior engineering.
Details:

• Input Shaft, Billet, Dodge 68RFE
• Unsurpassed reliability
• Able to handle high power applications
• Great for towing
• Increases torque capacity
• Good way to help ensure you transmission does not break
• Made From Billet Steel
• Sold Individually
• SKU: 3043022164

Fits Vehicles:

• 2007.5-Present Dodge Ram 2500/3500 Truck w/6.7L Cummins Engine and 68RFE Transmission

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One of the weakest points of this transmission is the stock input shaft. At increased power levels, towing weight or in performance applications, the stock input shaft can break or twist. When this occurs, the transmission will lose movement and can damage the converter, pump and transmission. ATS recommends using a billet input with increased power and/or towing capacity/frequency.

The theory behind a billet shaft is to increase the strength of the material and flex to absorb torsional loads. This allows it to reliably hold increase power levels. The ATS two piece billet input shaft is designed to increase the reliability of the transmission, withstand greater than stock power and torque converter lock-up in sooner-than-factory settings.

While billet shafts are not indestructible, billet 300M material, coupled with stringent design and testing make them far superior to stock input shafts.
Details:

• Input Shaft, Billet 47/8-RH/E
• Unsurpassed reliability
• Able to handle high power applications
• Great for towing
• Increases torque capacity
• Good way to help ensure you transmission does not break
• Made From Billet Steel
• Sold Individually
• SKU: 3049102164

Fits Vehicles:

• 1994-Present Dodge Ram 2500/3500 Truck w/Cummins Engine and 47/8-RH/E Transmission

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ATS Upgraded 68-RFE Low/Rev HD One Way Clutch. Upgraded 68-RFE Low/Rev HD One Way Clutch. The factory Low/Reverse one way clutch is a very weak SPRAG type design that is extremely limited on torque capacity. This clutch locks in first gear to transfer power to the wheels, all of the power must go through this part in order to attain first gear operation.

Our Heavy Duty Low Roller Clutch design replaces the weak factory Sprag type clutch design with a Roller/Cam Clutch type that will not fail under extreme power.
Features;

• 2500/3500
• Cummins Dodge Diesel

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Pressure Control module delivers up to 250 PSI clutch apply pressure. Dynamically adjusts hydraulic apply pressures based on turbo boost/engine load. Dynamic control ramps up the much larger sweep. Improved clutch holding capacity for increased durability. Prevents Clutch slippage.

Liquid filled gauge for setting up back pressure regulation on butterfly style exhaust brakes.

The BD Big Stack consists of 16 overdrive clutches, made possible with an improved OD shaft with increased spline depth, and two billet QT100 reaction plates. This allows for a 33% increase in mechanical torque holding capacity and a 33% increase in steel thermal mass. The billet QT100 plates reduce clutch coning due to the stiffer material and geometry. The BD Big Stack can be used in conjunction with a Sonnax input drum to allow a 16% increase in apply area. This setup will allow for a 54% increase in mechanical torque holding capacity. An electronic pressure enhancer (1030369) will further increase OD torque holding capacity.

Industry leading custom bonded gasket valve body separator plate substantially reduces cross leaks compared to stock and other aftermarket kits, even with much higher line pressures - up to 250psi. Kit includes a heavy duty accumulator plate to prevent accumulator blow-out. Ideal for use with EFI Live, HP Tuners, and other transmission pressure tuning.

ProTect68 Trans Pressure Control kit delivers 150% of the torque holding force to stock transmissions like no others can. Industry leading custom bonded gasket valve body separator plate and gaskets substantially reduces cross leaks compared to stock and other aftermarket kits, even with much higher line pressures. Heavy duty accumulator plate to prevent accumulator blow-out. Electronic Pressure Control module that delivers up to 250 PSI clutch apply pressure providing 150% of the holding force prevents clutch slippage. All of this without modifying the transmission pump or removing the transmission. Controller dynamically adjusts the hydraulic apply pressures based on turbo boost/engine load. No tuning required. Installation takes 2-to-3 hours to complete without having to do a full transmission relearn since no internal tolerances have changed. A "fresh" stock transmission will have the ability to handle up to 500hp. For higher power or demands, a complete BD 68RFE transmission with additional clutches and

Heavy Duty Cam and roller design low reverse one way clutch

BD Diesel Performance is unique among its peers in that it designs, manufactures and distributes a wide range of products specifically engineered for performance diesel applications. Located in Abbotsford, British Columbia, Canada, BD's state-of-the-art facility covers 65,000 square feet, and employs 60 plus highly-trained individuals. The BD name became recognized in 1989, when the company introduced the first exhaust brake for the burgeoning diesel pick-up truck market. BD's roots, however, actually date back to 1972, when Valley Fuel Injection, Ltd. first opened its doors. Today, Valley Fuel Injection and BD Diesel Performance are one, with eight specialty divisions that focus on diesel power train components: Fuel Injection Calibration Department, Exhaust Brake Manufacturing, Electronic Circuit Design and Assembly, Transmission and Torque Converter Design and Remanufacturing, Turbocharger Design, Installation and Research and Development. BD's comprehensive approach to the diesel performance aftermarket

Same parts used in our own performance transmissions; Custom valve body separator plate with gaskets increases line pressure while stopping internal cross leaks; All kits include the basic rebuild parts and gaskets; Stiffer Billet Intermediate Reaction Plate; Stiffer Billet OverDrive/Rev Reaction Plate; 2C Clutch Friction Raybestos; 2C Clutch Steel; 4C Clutch Friction Raybestos; 4C Clutch Steel; Filter - Spin On; O/D Gear Friction Raybestos; O/D Gear Steel; One-Way Clutch HD Upgrade; BD Pressure Plate - Lower Machined; BD Pressure Plate - Rev Machined; BD ProTect68 Kit; Pump Cover; Valve Body Accumulator Plate; Reverse Clutch Friction Raybestos; Reverse Friction; Reverse Steel; Filter; Low Reverse Steel; Overhaul Kit