0 item(s)
View cart
You have no items in your shopping cart.
To provide a better shopping experience, our website uses cookies. Continuing use of the site implies consent.
68RFE Transmission Guide
68RFE TransmissionUpgrades & Valve Bodies
2007.5–2018+ 6.7L Cummins • Ram 2500 / 3500
The 68RFE is a capable 6-speed — until line pressure falls behind your power. This is the complete guide to fixing the 68RFE's weak points: why it slips, shudders and codes, and how the right valve body, billet channel plate, torque converter and controller turn it into a transmission that holds power and tows without fear.
+200 HP
Added Capacity vs. Stock*
1" Billet
Stress-Relieved Channel Plate
3 Tiers
Stock-Healthy to Built
Start Here
The 68RFE at a Glance
Introduced in 2007, the 68RFE is the Chrysler-designed six-speed automatic behind the 6.7L Cummins in Ram 2500 and 3500 trucks. The name decodes its design: 6 forward gears, 800 ft-lb torque class, Rear-wheel drive, Fully Electronic control. It pairs a wide gear-ratio spread with a triple-disc lockup torque converter, and a fully electronic TCM that manages line pressure and shift strategy on the fly.
On a stock truck it does the job. The trouble starts the moment you add power or tow heavy: the factory calibration runs conservative line pressure, and the stock hydraulic circuit simply can't clamp the clutch packs hard enough to keep up. Slip becomes heat, heat becomes wear, and wear becomes a rebuild. The good news — almost every common 68RFE failure traces back to the valve body, which means it's also the highest-leverage place to fix it.
Which Truck Do You Have?
ATS 68RFE parts are split across three year-breaks so you get the correct solenoid-pack connector and calibration: 2007.5–2011 (white connector), 2012–2018 (gray connector), and 2019+ (blue connector). If your 2019+ Ram instead has the Aisin AS69RC, this guide doesn't apply — that's a different transmission entirely.
Diagnose It
Common 68RFE Problems & Symptoms
Slipping & Harsh Shifts
Flared, delayed or banging shifts — especially the 2C and overdrive clutches. It's the classic sign that line pressure is too low to hold the clutch packs under load.
Torque Converter Shudder
A vibration or "driving over rumble strips" feel on light throttle as the lockup clutch slips. The triple-disc converter takes the brunt of low apply pressure.
Clutch Pack Burnout
Burnt fluid smell and loss of a gear. Once a clutch slips it overheats, glazes and fails — often the overdrive and 4th-clutch packs first.
Overheating While Towing
Trans temps climbing on grades. Slip under heavy GCWR generates heat faster than the cooler can shed it, accelerating every other failure mode.
Limp Mode & Trouble Codes
The truck drops to a single "limp" gear to protect itself. Usually triggered by gear-ratio or pressure faults stored in the TCM (see the code table below).
Cross Leaks & Lazy Engagement
Delayed engagement into drive or reverse, or pressure bleeding between circuits through a worn separator plate — the hidden leak that starves the clutches.
68RFE Trouble-Code Quick Reference
| Code(s) | What It Means | Common 68RFE Cause |
|---|---|---|
P0700 | TCM has stored a transmission fault & requested the MIL | A flag that another trans code is set — pull the TCM codes, don't chase P0700 alone |
P0731–P0736 | Gear-ratio error in 1st–6th | Clutch slip from low line pressure or a worn pack — the trans isn't achieving commanded ratio |
P0867 / P0868 | Line / transmission fluid pressure out of range | Pressure-control problem — tired pump, worn bores, or a bleeding valve body |
P0871 / P0882 | OD pressure switch / TCM power input fault | Solenoid-pack and electrical-side faults that often accompany hydraulic wear |
Codes vary by year and tune. Always scan the TCM (not just the engine ECM) and diagnose the root cause before replacing parts.
Root Cause
Why the 68RFE Valve Body Fails
In a 68RFE, pressure is life. The valve body is the hydraulic brain that routes fluid and sets the pressure that clamps every clutch pack. Three weaknesses in the factory unit cause the majority of failures:
1. Conservative Line Pressure
The factory calibration prioritizes smooth, quiet shifts over clamping force. Add fuel, a tuner or a trailer and there simply isn't enough apply pressure to hold the clutches — so they slip, heat up and burn.
2. The Thin Cast Channel Plate
The stock channel plate is a thin cast piece that can warp and let pressure bleed between circuits. Those cross leaks rob the clutches of the pressure the pump is actually making.
3. Valve-Bore & Separator-Plate Wear
Aluminum bores wear over miles and heat cycles, and the separator plate's small orifices and gaskets degrade — both leak pressure internally and make shifts lazy and inconsistent. Fixing these is exactly what an upgraded valve body is built to do.
The Fix
ATS 68RFE Valve Body Upgrades
Three tiers, one job: restore the line pressure and clamping force the 68RFE needs. Every ATS valve body has reworked hydraulic circuits, redesigned accumulator seals and a high-grade accumulator plate. Pick the tier that matches your build.
Stage 1
68RFE Performance Valve Body
$889.99From • optional solenoid pack
- Reworked hydraulic circuits & ported clutch-pack oil flow for higher pressure
- Redesigned accumulator piston seals + high-grade accumulator plate
- Adds ~100+ HP of capacity on a healthy stock trans
- ~200 HP over stock when paired with the ATS Co-Pilot
- Year-correct solenoid pack available as an add-on
Stage 2 • Most Capable
68RFE Billet Channel Plate Valve Body
$1,239.99From • complete assembly
- BilletPROOF 1" stress-relieved aluminum channel plate — won't warp like the stock cast plate
- Enlarged critical channels for faster clutch-pack fill
- Built-in, engraved pressure-test ports for real diagnostics
- Eliminates cross leaks for crisp, strong, repeatable shifts
- The choice for high-HP and heavy-tow builds
Build It Yourself
68RFE Billet Channel Plate (Plate Only)
$394.99Plate • or $669.99 kit
- Standalone 1" BilletPROOF tooling-plate channel plate
- CNC-machined channels, vents & labeled pressure-test ports
- Drops into any 68RFE; works with stock or aftermarket deep pans
- Step up to the kit with billet accumulators + separator plate & gaskets
- Ideal for builders upgrading an existing valve body
*Power-capacity figures are guidance for a mechanically healthy transmission and depend on tuning, supporting mods and use. Prices shown are starting "from" prices; see each product page for year-specific and solenoid-pack pricing.
Complete the Build
Beyond the Valve Body
A valve body raises the capacity for pressure — these parts let you command it, keep it cool and hold it together. The single most important pairing: a valve body plus the ATS Co-Pilot, which actually tells the trans to run the higher line pressure.
ATS Co-Pilot
Controls line pressure & shift points. Pair with a valve body for the full ~200 HP gain.
TripleLOK Converters
Triple-disc lockup converter that ends shudder and holds power to the trailer.
Billet Clutches & Hard Parts
Upgraded clutch packs, input shafts and case bracing for high-HP durability.
Deep Transmission Pans
More fluid capacity and cooling for towing and sustained load.
Transmission Coolers
Keep fluid temps down — heat is the enemy of every clutch in the box.
Complete Transmission Packages
Done deciding? Step up to a fully built ATS 68RFE-based package.
Pick Your Path
Valve Body vs. Full Build
| Your Truck | Valve Body (+ Co-Pilot) | Full Built Transmission |
|---|---|---|
| Stock or lightly tuned daily driver | Best value — fixes shift quality & adds headroom | Overkill for most |
| Tuned, 400–550+ HP | Strongly recommended — restores the pressure your tune demands | Worth it if the trans is already tired |
| Heavy / commercial towing | Essential baseline upgrade | Best long-term answer for durability under sustained GCWR |
| Already slipping / burnt fluid | Won't fix worn clutches alone | Yes — rebuild with billet valve body included |
Rule of thumb: if the transmission is mechanically healthy, a valve body and Co-Pilot are the highest-value upgrade you can make. If it's already slipping or burning fluid, the clutches are damaged — a valve body goes into a full build rather than replacing one.
Match Your Power
Which Upgrade for Your Power Level
| Build Level | Use Case | Recommended 68RFE Upgrade |
|---|---|---|
| Stock – mild tune | Daily driving, occasional light towing | Performance Valve Body |
| Tuned, ~400–500 HP | Spirited daily, regular towing | Performance Valve Body + Co-Pilot |
| 500–650+ HP | Heavy tow, hot tunes, sled/strip | Billet Channel Plate Valve Body + Co-Pilot |
| Max-effort build | Race / extreme duty | Billet VB inside a full built transmission + TripleLOK converter |
Get It Right
Install & TCM Relearn
A 68RFE valve body is a doable driveway/lift job for an experienced installer, but the details decide whether it lasts. Here's the sequence that matters.
Start Cold & Clean
Work on a cool transmission and keep everything spotless — the 68RFE valve body is intolerant of debris. Drop the pan and inspect the old fluid for clutch material or metal.
Swap the Valve Body / Channel Plate
Remove the pan, filter and old valve body, transfer or replace the solenoid pack as required for your year, and torque the new unit to spec. Replace the separator plate and gaskets while you're in there.
New Filter & Correct ATF
Install a fresh filter and refill with the correct fluid and capacity for your truck. Don't reuse old fluid — clean fluid protects the work you just did.
Set Up the Co-Pilot
If you're running the ATS Co-Pilot, install and configure it now so the TCM actually commands the higher line pressure the valve body is capable of.
TCM Relearn / Quick-Learn
Perform the transmission quick-learn / relearn procedure so the TCM re-adapts clutch volumes and shift timing to the new hardware. Skipping this is the #1 cause of harsh shifts after an install.
Verify Pressure & Road Test
Use the billet plate's pressure-test ports to confirm line pressure, then road-test through all gears and lockup. Recheck fluid level hot.
Why ATS
Built, Tested & Backed by ATS
Engineered In-House
ATS designs and builds its transmission components in Arvada, Colorado — the same company behind the TripleLok converter and TRANSlator CAN-Bridge. Founded by Clint Cannon in 1993.
BilletPROOF Construction
1" stress-relieved aluminum tooling-plate channel plates, vacuum-conscious machining and labeled pressure-test ports — engineered for repeatable, provable results, not guesswork.
Real Support & Warranty
A US-based tech team to help you spec the right parts, plus warranty backing. Call 1-800-949-6002 and talk to someone who knows the 68RFE.
Answers
68RFE Upgrade FAQ
The classic signs are slipping or harsh/delayed shifts, torque-converter shudder on light throttle, a burnt-fluid smell, overheating while towing, and dropping into limp mode with stored trouble codes. Almost all of these trace back to low line pressure and internal leaks in the valve body.
An upgraded valve body raises the transmission's capacity for line pressure, but something has to command that higher pressure. Pairing the valve body with the ATS Co-Pilot (or compatible trans tuning) is what unlocks the full gain — roughly 200 HP of added capacity over stock. The valve body still improves shift quality and eliminates cross leaks on its own, but you won't see the full headroom without commanding the pressure.
Yes. Perform the transmission quick-learn / relearn after the install so the TCM re-adapts clutch fill volumes and shift timing to the new hardware. Skipping the relearn is the most common reason a freshly installed valve body shifts harshly.
If the transmission is mechanically healthy, a valve body plus Co-Pilot is the highest-value upgrade and will dramatically improve durability and shift quality. If it's already slipping or you've found burnt fluid, the clutches are damaged — at that point the valve body should go into a full built transmission rather than replace one.
The Performance Valve Body reworks the hydraulic circuits and accumulators for higher pressure on a healthy stock-style casting. The Billet Channel Plate Valve Body adds a 1" stress-relieved aluminum channel plate with enlarged channels and pressure-test ports — it won't warp like the stock cast plate and is the right choice for higher-HP and heavy-tow builds.
No. The 68RFE and the Aisin AS69RC are completely different transmissions. ATS 68RFE valve bodies fit 2007.5–2018 (and 2019+ 68RFE) 6.7L Cummins Ram 2500/3500 trucks. If your 2019+ truck has the Aisin, you'll need AS69RC-specific parts.
ATS splits 68RFE parts into 2007.5–2011 (white connector), 2012–2018 (gray connector) and 2019+ (blue connector) to match the correct solenoid pack and calibration. Select your year on the product page; if you're unsure, call 1-800-949-6002 with your VIN and an ATS specialist will confirm.
Limp mode is the TCM protecting the transmission by holding a single gear. P0700 just signals that another transmission code is stored, so scan the TCM and read the real fault — often a gear-ratio code (P0731–P0736) from clutch slip, or a pressure code (P0867/P0868). Restoring line pressure with an upgraded valve body and Co-Pilot addresses the most common root cause.
Make Your 68RFE Bulletproof
Whether you're chasing better shifts, more towing confidence or holding a hot tune, the fix starts at the valve body. Shop the lineup or talk to an ATS specialist who knows the 68RFE inside out.
