{"title":"2010-2012 Ram 2500\/3500 6.7L Cummins Complete Transmissions","description":"\u003cdiv\u003e\n\u003cinput id=\"post-1\" class=\"read-more-state\" type=\"checkbox\"\u003e\n\u003cp class=\"read-more-wrap\"\u003e\u003cspan class=\"read-more-target\"\u003eWhether you're looking to upgrade to a high-performance transmission or replace the aging one in your 2010-2012 Ram 6.7L Cummins, Alligator Performance has you covered with our featured complete transmissions. Offering improved gear shifts and enhanced flex plates, these transmission builds are designed to maximize performance in your Ram 2500\/3500. Equipped with brand-new, high-efficiency components, along with durable torque converters and flex plates, your diesel truck will perform better than ever—better than when it first rolled off the lot! Pair your new high performing transmission with our selection of \u003ca href=\"2010-2012-ram-2500-3500-67l-cummins-engine-upgrades\" target=\"_blank\"\u003e \u003cstrong\u003eEngine Upgrades! \u003c\/strong\u003e\u003c\/a\u003e\u003cspan class=\"headerspam\"\u003e\u003cstrong\u003eRam Cummins Fitments:\u003c\/strong\u003e 2010, 2011, 2012 Ram 6.7L Cummins.\u003c\/span\u003e \u003cspan class=\"headerspam\"\u003e\u003cstrong\u003eSubmodel Fitments:\u003c\/strong\u003e Tradesman, Laramie, Laramie Longhorn, Big Horn, Limited, Lone Star, Power Wagon.\u003c\/span\u003e \u003cspan class=\"headerspam\"\u003eSome exceptions apply, please see individual product pages for specific fitments.\u003c\/span\u003e \u003c\/span\u003e\u003c\/p\u003e\n\u003clabel class=\"read-more-trigger\" for=\"post-1\"\u003e\u003c\/label\u003e\n\u003c\/div\u003e","products":[{"product_id":"ats-6019002326-copilot-tow-version-pressure-controller-07-5-cummins-68rfe","title":"ATS 601-900-2326 68Rfe Co-Pilot Tow Edition | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlug and play installation\u003c\/li\u003e\n\u003cli\u003eIncreases transmission line pressure\u003c\/li\u003e\n\u003cli\u003eImproves clutch engagement and timing\u003c\/li\u003e\n\u003cli\u003eReduces torque converter slip\u003c\/li\u003e\n\u003cli\u003eHandles up to 270 PSI line pressure\u003c\/li\u003e\n\u003cli\u003eImproves towing and heavy load performance\u003c\/li\u003e\n\u003cli\u003ePrevents early clutch wear and slippage\u003c\/li\u003e\n\u003cli\u003eController mounts inside the cab\u003c\/li\u003e\n\u003cli\u003eDisplays boost, TPS, and line pressure\u003c\/li\u003e\n\u003cli\u003eAutomatic pressure control based on load\u003c\/li\u003e\n\u003cli\u003eOptimized lock-up for better drivability\u003c\/li\u003e\n\u003cli\u003eSafer alternative to TCM tuning on 2013+ models\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eTake Full Control Of Your Transmission Under Load\u003c\/h4\u003e\n\u003cp\u003eIf you’re running a mild tune or hauling heavy loads with your 2007.5-2018 6.7L Cummins, the factory 68RFE transmission just can’t keep up. That’s where the ATS Co-Pilot Tow Edition steps in. This plug and play controller gives you real-time control over your transmission’s behavior, improving towing confidence and keeping your transmission protected under pressure. It reacts when you need it most by managing line pressure, converter lock-up, and clutch engagement far better than stock. Whether you're pulling a trailer up a grade or just daily driving, it adjusts automatically based on your throttle and boost input. Even better, you can monitor critical data like line pressure and engine load right from the cab. It’s a simple upgrade that makes a noticeable difference every time you get behind the wheel. If you’ve ever wished your transmission could keep up with your Cummins, this is the fix.\u003c\/p\u003e\n\u003ch4\u003eBuilt To Eliminate The Weak Points Of The 68RFE\u003c\/h4\u003e\n\u003cp\u003eThe ATS 68RFE Co-Pilot Tow Edition was engineered to solve the most common failures found in the stock transmission. From weak clutch packs to inconsistent line pressure, this system tackles all the vulnerable areas that tend to fail under added power or heavy towing. The Co-Pilot increases line pressure from the factory limit of 160 PSI to over 270 PSI when paired with a valve body upgrade, allowing your transmission to maintain grip and reduce slippage even at higher horsepower. With built-in clutch timing adjustments, it also protects internal components by optimizing gear shifts and torque converter lock-up for real-world driving. Unlike risky TCM tuning, especially on 2013 and newer trucks, the Co-Pilot delivers smoother, safer results without pressure spikes. It integrates seamlessly with the factory harness and includes a cab-mounted controller to monitor and adjust functions on the fly. With its closed-loop control system, it delivers precision performance that adapts to how and where you drive.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDesigned specifically for 2007.5-2018 RAM 2500\/3500 6.7L Cummins with 68RFE transmission.\u003c\/li\u003e\n\u003cli\u003eIdeal for trucks with mild tuning or heavy towing needs.\u003c\/li\u003e\n\u003cli\u003eFully plug-and-play installation with no cutting required.\u003c\/li\u003e\n\u003cli\u003eMounts in-cab for on-the-fly adjustments and monitoring.\u003c\/li\u003e\n\u003cli\u003eDisplays critical data like throttle position, boost, and line pressure.\u003c\/li\u003e\n\u003cli\u003eHelps prevent transmission failure due to low factory line pressure.\u003c\/li\u003e\n\u003cli\u003eDynamically increases line pressure up to 270+ PSI for better clutch engagement.\u003c\/li\u003e\n\u003cli\u003eWorks well with upgraded or stock valve bodies, but enhanced with a pressure enable kit.\u003c\/li\u003e\n\u003cli\u003eSuperior to TCM tuning on 2013+ trucks by avoiding erratic pressure spikes.\u003c\/li\u003e\n\u003cli\u003eImproves torque converter lock-up timing for better drivability and towing performance.\u003c\/li\u003e\n\u003cli\u003eExtends transmission life by optimizing clutch timing and reducing slippage.\u003c\/li\u003e\n\u003cli\u003eSupports smoother shifts under high torque without sacrificing comfort at light loads.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49526487089436,"sku":"ATS601-900-2326","price":814.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/601-900-2326-FSMF.jpg?v=1722350257"},{"product_id":"bd-build-it-dodge-68rfe-trans-kit-2007-5-2018-stage-3-performance-kit","title":"BD Diesel 1062023 Stage 3 Performance Build-It Transmission Kit | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eIncludes upgraded clutch packs and steel plates\u003c\/li\u003e\n\u003cli\u003eBoosts overdrive and underdrive clutch capacity\u003c\/li\u003e\n\u003cli\u003eHeavy-duty accumulator plate prevents blowout\u003c\/li\u003e\n\u003cli\u003eBillet components improve durability and shift strength\u003c\/li\u003e\n\u003cli\u003eQT100 pressure plates reduce distortion and deflection\u003c\/li\u003e\n\u003cli\u003eIncreased line pressure for stronger shifts\u003c\/li\u003e\n\u003cli\u003eEnhanced sprag for better torque handling\u003c\/li\u003e\n\u003cli\u003eIncludes gaskets, seals, and o-rings\u003c\/li\u003e\n\u003cli\u003eGreat for towing and high horsepower builds\u003c\/li\u003e\n\u003cli\u003eBuilt with proven BD Diesel performance parts\u003c\/li\u003e\n\u003cli\u003eIdeal for seasoned transmission rebuilders\u003c\/li\u003e\n\u003cli\u003eBacked by 12-month, 12,000-mile warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eBuild Your 68RFE With Parts That Actually Hold Up\u003c\/h4\u003e\n\u003cp\u003eIf you're ready to rebuild your 68RFE and want to do it right the first time, the BD Diesel Stage 3 Performance Build-It Transmission Kit gives you the confidence to go further, tow harder, and drive without hesitation. This isn’t a generic rebuild set, it’s packed with the exact same high-performance parts BD uses in their own transmission builds, trusted by diesel enthusiasts across the country. Whether you're running a tuned 6.7L Cummins or simply tired of weak shifts and early wear, this kit helps you eliminate known failure points with proven upgrades. From the billet reaction plates to the QT100 pressure plates, every component is designed to handle more torque, more heat, and more real-world stress. You also get increased clutch capacity for both underdrive and overdrive, which means stronger engagement and better holding power in demanding applications. It’s a serious kit for serious builders, especially if your truck works as hard as you do. BD even includes gaskets, seals, and friction materials to save you time sourcing extra parts. If you’ve been on the fence about tackling a transmission build, this is the kind of kit that makes it worth the effort.\u003c\/p\u003e\n\u003ch4\u003eBuilt For Higher Line Pressure And Lasting Control\u003c\/h4\u003e\n\u003cp\u003eThe BD Diesel 1062023 Stage 3 Transmission Kit is engineered to reinforce every major area of weakness inside the 68RFE. It starts with a custom bonded separator plate that improves hydraulic control by increasing line pressure and stopping internal cross leaks that rob the system of performance. The included QT100 pressure plates are precision-cut from incredibly strong material, helping reduce flex inside the clutch drums under high load. BD also addresses clutch capacity with a 17 percent increase in overdrive and a 20 percent increase in underdrive, supported by high-quality friction and steel plates throughout. A billet overdrive and reverse selector plate, along with billet spring retaining and reaction plates, add even more strength in key areas that typically wear down under pressure. This kit also includes a heavy-duty accumulator plate, a redesigned one-way clutch sprag, and a full range of gaskets, seals, and check balls to cover every part of the rebuild. Designed specifically for 2007.5-2018 Ram 2500 and 3500 trucks with the 6.7L Cummins, this kit is best paired with a tuner to raise pump pressure and unlock the full benefits of the upgrades. It’s a complete solution for those who demand more from their transmission every time they drive.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDesigned for 2007.5–2018 Ram 2500 and 3500 with 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eIncludes the same components used in BD's built transmissions\u003c\/li\u003e\n\u003cli\u003eBest suited for experienced transmission builders\u003c\/li\u003e\n\u003cli\u003eRequires a tuner or module to raise pump pressure\u003c\/li\u003e\n\u003cli\u003eRecommended to pair with a BD heavy duty transmission pan\u003c\/li\u003e\n\u003cli\u003eNot a complete transmission assembly, intended for rebuild use\u003c\/li\u003e\n\u003cli\u003eIncludes gaskets, seals, clutch packs, and billet components\u003c\/li\u003e\n\u003cli\u003eOffers a cost-effective solution for performance rebuilds\u003c\/li\u003e\n\u003cli\u003eCovered by a 12-month, 12,000-mile parts warranty\u003c\/li\u003e\n\u003cli\u003eLegal for sale and use in all 50 states\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49526549938460,"sku":"BDD1062023","price":1312.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/1062023_1.jpg?v=1722351534"},{"product_id":"bd-1062025-stage-4-68rfe-transmission-build-it-kit-07-5-18-dodge-6-7l-cummins","title":"BD Diesel 1062025 Stage 4 68RFE Master Build-It Transmission Kit with Protect68 Valve Body Plate | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eIncludes BD’s Protect68 Valve Body Plate\u003c\/li\u003e\n\u003cli\u003eIncreases line pressure for better clutch apply\u003c\/li\u003e\n\u003cli\u003ePrevents internal valve body cross leaks\u003c\/li\u003e\n\u003cli\u003eHeavy duty accumulator plate resists blowout\u003c\/li\u003e\n\u003cli\u003ePressure Control Module delivers up to 250psi\u003c\/li\u003e\n\u003cli\u003eHydraulic pressure adjusts with engine load\u003c\/li\u003e\n\u003cli\u003eQT100 pressure plates reduce clutch distortion\u003c\/li\u003e\n\u003cli\u003eUpgraded sprag improves one way clutch durability\u003c\/li\u003e\n\u003cli\u003e17 percent more Overdrive clutch capacity\u003c\/li\u003e\n\u003cli\u003e20 percent more Underdrive clutch capacity\u003c\/li\u003e\n\u003cli\u003eIncludes billet selector and reaction plates\u003c\/li\u003e\n\u003cli\u003eBuilt for high performance and towing applications\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eBuild The Transmission You Can Rely On\u003c\/h4\u003e\n\u003cp\u003eIf you're ready to take control of your transmission build and want parts that can take the heat, the BD Diesel Stage 4 68RFE Master Build-It Kit is the one to go with. Designed for those who refuse to compromise, this kit gives you the same high-performance components BD installs in their in-house builds. Whether you're pushing serious horsepower or just want to bulletproof your daily tow rig, this package delivers everything you need to do it right the first time. It comes packed with upgraded clutch packs, billet reaction plates, a heavy-duty valve body plate, and all the seals and gaskets needed for a solid rebuild. The Protect68 valve body plate helps keep internal pressure in check while eliminating cross leaks, so you're not losing performance where it matters most. If you've ever had issues with a slipping trans or blown clutches under load, this kit is your solution. From towing trailers to track days, this setup is built to handle it all without breaking a sweat. And the best part is, it’s designed to last, whether you’re hauling or hammering down the throttle.\u003c\/p\u003e\n\u003ch4\u003eEngineered To Strengthen The Weakest Links\u003c\/h4\u003e\n\u003cp\u003eThe BD Diesel Stage 4 Master Kit goes beyond your average rebuild kit with precision components aimed at addressing every known weak point in the 68RFE transmission. It features BD’s custom bonded gasket valve body separator plate that boosts line pressure and prevents pressure bleed-off through internal cross leaks. The included QT100 pressure plates reduce distortion in the clutch drum, allowing for higher clutch counts and more reliable engagement. Boost-based pressure control through the included Pressure Control Module delivers up to 250 psi of apply pressure, which is essential for keeping clutch packs alive under heavy load or high power. With reinforced billet OD, reverse, and intermediate reaction plates, this kit eliminates flex in areas where stock parts fail. The clutch capacity is also increased significantly, with a 17 percent bump in Overdrive and a 20 percent bump in Underdrive clutches. Even the smallest parts, like check balls, o-rings, and seals, are included, so nothing gets overlooked during assembly. It’s a comprehensive, high-performance transmission upgrade built for enthusiasts who demand long-term reliability and smooth shifting under pressure.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eThis kit is ideal for experienced builders doing a full transmission overhaul.\u003c\/li\u003e\n\u003cli\u003eIncludes the same high-performance parts used in BD’s in-house transmission builds.\u003c\/li\u003e\n\u003cli\u003ePressure Control Module raises clutch apply pressure up to 250psi.\u003c\/li\u003e\n\u003cli\u003eBoost-referenced pressure adjustment helps optimize performance under load.\u003c\/li\u003e\n\u003cli\u003eCustom bonded gasket valve body plate reduces internal cross leaks.\u003c\/li\u003e\n\u003cli\u003eQT100 billet pressure plates are designed to resist deflection and distortion.\u003c\/li\u003e\n\u003cli\u003eOffers increased clutch capacity in critical areas like Overdrive and Underdrive.\u003c\/li\u003e\n\u003cli\u003eDesigned for heavy-duty use including towing, performance builds, and racing.\u003c\/li\u003e\n\u003cli\u003eComprehensive kit includes gaskets, seals, clutches, billet plates, and hardware.\u003c\/li\u003e\n\u003cli\u003eMay require transmission expertise and tools to install properly.\u003c\/li\u003e\n\u003cli\u003eBD Heavy Duty Transmission Pan is recommended for improved cooling and durability.\u003c\/li\u003e\n\u003cli\u003eLegal for sale and use in all 50 states.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49526550266140,"sku":"BDD1062025","price":1516.95,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/BD-Diesel-Dodge-68RFE-Stage-4-Rebuild-Kit-1062025.webp?v=1722351441"},{"product_id":"1064262bm-07-5-18-ram-5-9l-cummins-2wd-bd-68rfe-transmission-and-convertor-package","title":"BD Diesel 1064262BM 68RFE Transmission \u0026 Converter Package | 2007.5-2018 Dodge RAM 2500\/3500 5.9L Cummins 2WD","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eBillet input shaft for high horsepower durability\u003c\/li\u003e\n\u003cli\u003eTriple disc torque converter for added holding power\u003c\/li\u003e\n\u003cli\u003eCustom bonded separator plate boosts line pressure\u003c\/li\u003e\n\u003cli\u003eHard anodized valve body improves longevity\u003c\/li\u003e\n\u003cli\u003eHeavy duty low reverse one-way clutch\u003c\/li\u003e\n\u003cli\u003eOverdrive and 2C clutches increased by 33%\u003c\/li\u003e\n\u003cli\u003eQT100 pressure plates resist distortion and deflection\u003c\/li\u003e\n\u003cli\u003eFurnace brazed fins improve fluid coupling\u003c\/li\u003e\n\u003cli\u003eProTech68 module adjusts pressure up to 250 PSI\u003c\/li\u003e\n\u003cli\u003eDeep sump pan adds cooling and fluid capacity\u003c\/li\u003e\n\u003cli\u003eMatched converter and transmission dyno tested\u003c\/li\u003e\n\u003cli\u003eSupports street, towing, and performance use\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eTake The Guesswork Out Of Power And Performance\u003c\/h4\u003e\n\u003cp\u003eIf you're building power and pushing your Cummins hard, you know the transmission is where weak links love to show up. That’s where BD Diesel’s 68RFE Transmission and Converter Package comes in clutch. This is a complete, dyno-tested setup designed to handle the torque and abuse that comes with towing, daily driving, or laying down throttle on the track. The included triple disc torque converter brings reliable lock-up and smoother shifts, while the billet input shaft adds extra security under high load. You’re getting not just upgraded components, but a transmission package that’s been designed to work together from the start. The deep sump pan helps keep temps under control and adds fluid capacity for longevity. Whether you’re hauling a trailer through the mountains or squeezing every ounce of power out of your setup, this package gives you peace of mind. It’s a true drop-in solution that delivers real performance gains without sacrificing drivability.\u003c\/p\u003e\n\u003ch4\u003eBuilt From The Inside Out For Diesel Demands\u003c\/h4\u003e\n\u003cp\u003eThis transmission package is packed with serious internal upgrades built to withstand higher horsepower and torque. Inside the BD 68RFE, you’ll find a hard anodized valve body, new solenoid pack, and a custom bonded separator plate that improves line pressure and reduces cross-leaks. A reinforced accumulator plate and BD’s proprietary QT100 pressure plates increase clutch durability and help prevent deflection under load. Clutch capacity has been expanded with a 33 percent increase in both the overdrive and 2C clutch sets. The included ProTech68 module uses MAP sensor input to dynamically raise line pressure up to 250 PSI when needed. On the converter side, you get a triple disc design with furnace brazed fins, a forged cover, and tighter tolerances to improve fluid coupling and durability. Every unit is dyno tested as a matched transmission and converter set to ensure optimal performance from the moment you install it.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 5.9L Cummins 2WD\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDyno tested transmission and converter for performance.\u003c\/li\u003e\n\u003cli\u003eFits 2007.5-2018 RAM 2500\/3500 5.9L Cummins 2WD.\u003c\/li\u003e\n\u003cli\u003eDeep sump pan adds fluid and reduces case flex.\u003c\/li\u003e\n\u003cli\u003eBillet input shaft handles high horsepower loads.\u003c\/li\u003e\n\u003cli\u003eTriple disc converter improves towing and lock-up.\u003c\/li\u003e\n\u003cli\u003eBig Stack shaft and QT100 plates boost strength.\u003c\/li\u003e\n\u003cli\u003eProTech68 raises line pressure to 250 PSI.\u003c\/li\u003e\n\u003cli\u003eNot covered for race abuse or damage.\u003c\/li\u003e\n\u003cli\u003eRemote filter needed for cooler flow checks.\u003c\/li\u003e\n\u003cli\u003e36-month or 150,000-mile parts warranty.\u003c\/li\u003e\n\u003cli\u003e12-month or 24,000-mile labor warranty.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49526558163228,"sku":"BDD1064262BM","price":8395.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/BDD1064262BM_20TRAN_20KIT_2000.jpg?v=1722345237"},{"product_id":"bd-1064264-68rfe-transmission-07-5-18-dodge-6-7l-cummins","title":"BD Diesel 1064264 68RFE Transmission \u0026 Deep Pan Package | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD","description":"\u003cp\u003e\u003c\/p\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\n\u003cul\u003e\n\u003cli\u003eHard anodized valve body and new solenoid pack installed in every unit\u003c\/li\u003e\n\u003cli\u003eCustom bonded gasket valve body separator plate increases line pressure while stopping internal cross leaks\u003c\/li\u003e\n\u003cli\u003eHeavy duty cam \u0026amp; roller design low reverse one way clutch\u003c\/li\u003e\n\u003cli\u003eNew 4C billet spring retainer\u003c\/li\u003e\n\u003cli\u003eSteel girdle added to 2C piston to allow for more clutches and broader apply area\u003c\/li\u003e\n\u003cli\u003eBD durable QT100 pressure plates allow for increased clutch counts and reduce deflection and distortion within the clutch drum\u003c\/li\u003e\n\u003cli\u003eOver Drive clutches 33% increase \u0026amp; 2C clutches 33% increase\u003c\/li\u003e\n\u003cli\u003eCustom Big Stack overdrive shaft\u003c\/li\u003e\n\u003cli\u003eBD reinforced accumulator plate\u003c\/li\u003e\n\u003cli\u003eTCC limit valve machined and sleeved to address high wear area with in pump\u003c\/li\u003e\n\u003cli\u003eBD Deep sump oil pan adds extra fluid and cooling capacity while reducing case flex\u003c\/li\u003e\n\u003cli\u003eBD ProTech68 pressure control module ramps up line pressure to 250 psi using MAP sensor to input load and adjust pressure required\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eExtra Fluid Capacity for Top-Tier Performance\u003c\/h4\u003e\n\u003cp\u003eSure, the stock transmission in your 2007.5-2018 Ram 6.7 Cummins can get you from point A to point B just fine. However, when you need an extra boost of power for those demanding situations, it simply falls short. Upgrade your stock transmission with BD Diesel's Transmission and Deep Pan Package. The BD transmission is engineered to handle the increased power and torque demands of your heavy-duty 6.7 Cummins, ensuring smoother shifts, more responsive acceleration, and unmatched durability. Paired with BD’s Heavy Duty Deep Pan, this system offers enhanced fluid capacity, which helps keep your transmission running cooler under intense driving conditions. The extra fluid capacity also ensures consistent lubrication, reducing preamture wear and extending the lifespan of your transmission. With BD Diesel’s Transmission and Deep Pan Package, you're not just purchasing another part; you're upgrading your entire drivetrain to handle the rigors of serious towing, street performance, and off-road adventures.\u003c\/p\u003e\n\u003ch4\u003eBuilt to Last\u003c\/h4\u003e\n\u003cp\u003eBD Diesel engineered their Transmission \u0026amp; Deep Pan Package with your rugged adventures in mind, ensuring that your Ram truck is fully equipped to handle the most demanding conditions. Designed to support the power and performance of your 6.7L Cummins engine, this upgraded transmission is built to endure heavy towing, off-roading, and high-performance driving. It features a host of high-strength components, including a heavy-duty cam roller design for the low reverse one-way clutch, a new 4C billet spring retainer, and QT100 pressure plates that provide superior durability. Additionally, the hard anodized valve body enhances the overall toughness of the transmission, ensuring it holds up under the extreme torque and stress that your engine generates. For added peace of mind, BD Diesel backs this package with 36-Month\/150,000-Mile parts warranty and a 12-Month\/24,000-Mile labor warranty. Should any issues arise within this time frame, you will have the support you need to get back on the road quickly and confidently.\u003c\/p\u003e\n\n\u003cp\u003e\u003c\/p\u003e\u003cstrong\u003eVehicle Fitment:\u003c\/strong\u003e 2007.5-2018 Ram 6.7L Cummins 4WD\n\n\u003cp\u003e\u003c\/p\u003e\u003cstrong\u003eApplication Notes:\u003c\/strong\u003e\n\u003cul\u003e\n\u003cli\u003eNo Race abuse covered.\u003c\/li\u003e\n\u003cli\u003eRemote filter required for inspection with cooler flow rate in GPM at Oil\/Air transmission cooler outlet.\u003c\/li\u003e\n\u003cli\u003eCore charge of $1800 applies.\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49526558261532,"sku":"BDD1064264","price":5795.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/BDD1064264_20TRANSMISSION_2000.jpg?v=1722351462"},{"product_id":"bd-1064264bm-68rfe-transmission-package-w-billet-input-shaft-07-5-18-dodge-6-7l-cummins","title":"BD Diesel 1064264BM 68RFE Crate Transmission \u0026 Converter Package | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eHard anodized valve body and new solenoid pack installed in every unit\u003c\/li\u003e\n\u003cli\u003eOver Drive clutches 33% increase \u0026amp; 2C clutches 33% increase\u003c\/li\u003e\n\u003cli\u003eBD ProTech68 pressure control module ramps up line pressure to 250 psi using MAP sensor\u003c\/li\u003e\n\u003cli\u003eBD Deep sump oil pan adds extra fluid and cooling capacity while reducing case flex\u003c\/li\u003e\n\u003cli\u003eEnhanced Stall - Street\/Towing applications\u003c\/li\u003e\n\u003cli\u003eLower RPM response than the stock torque converter\u003c\/li\u003e\n\u003cli\u003eLess heat and better fuel economy\u003cbr\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eMatched Set for Ultimate Performance\u003c\/h4\u003e\n\u003cp\u003eIt's no secret that the stock transmission and torque converter in your 2007.5-2018 Ram 6.7L Cummins leaves much to be desired. Fortunately, BD Diesel addresses these shortcomings with their Crate Transmission \u0026amp; Torque Converter Package. When you choose this package from BD Diesel, you're not just purchasing a product; you're investing in a comprehensive system designed to deliver exceptional performance under the toughest conditions. The result is a system that is finely tuned to optimize power delivery, responsiveness, and efficiency, all while maintaining the reliability you expect from a high-performance drivetrain. To further enhance the functionality of this system, each transmission is equipped with BD's exclusive Heavy Duty pan. This pan is designed to increase fluid capacity, helping regulate temperatures more effectively and preserve the life of your drivetrain. BD Diesel understands the importance of having a transmission that works as hard as your Cummins engine, and they've designed this transmission and torque converter packages to meet those demands head-on.\u003c\/p\u003e\n\u003ch4\u003eDurable Construction and Comprehensive Warranty\u003c\/h4\u003e\n\u003cp\u003eThe BD Diesel Crate Transmission and Torque Converter Package is engineered for exceptional strength and performance. The torque converter is incorporate advanced design features like torque-multiplying cast aluminum stators, which enhance power transfer and efficiency. The stators are carefully designed to optimize torque multiplication. Additionally, the torque converter is equipped with a stamp-forged steel front cover, offering enhanced durability and resistance to the demanding stresses of high-performance diesel engines. These design elements work together to create a torque converter that can handle the intense power and torque of your 6.7L Cummins. For added peace of mind, BD Diesel offers comprehensive coverage with two robust warranties to ensure your investment is protected. This package is backed by an impressive 36-Month\/150,000-Mile parts warranty and a 12-Month\/24,000-Mile labor warranty. Covered by both of these extensive warranties ensure that, in the unlikely event of a problem, you will receive prompt and professional support, minimizing downtime and helping you get back on the road quickly and confidently.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment:\u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Ram 6.7L Cummins 4WD\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eApplication Notes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNo Race abuse covered\u003c\/li\u003e\n\u003cli\u003eRemote filter required for inspection with cooler flow rate in GPM at Oil\/Air transmission cooler outlet.\u003c\/li\u003e\n\u003cli\u003e$500 Shipping surcharge will be added at checkout\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49526558392604,"sku":"BDD1064264BM","price":8395.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/BDD064264BM_20BILLET_20KIT_2000.jpg?v=1722351463"},{"product_id":"bd-1064264ss-68rfe-transmission-proforce-converter-package-07-5-18-dodge-6-7l-cummins","title":"BD Diesel 1064264SS 68RFE Transmission \u0026 Converter Package | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFits 2007.5-2018 RAM 2500 and 3500 6.7L 4WD\u003c\/li\u003e\n\u003cli\u003eIncludes matched transmission and torque converter\u003c\/li\u003e\n\u003cli\u003eDyno tested together for maximum performance\u003c\/li\u003e\n\u003cli\u003eProForce converter optimized for towing and street\u003c\/li\u003e\n\u003cli\u003eImproved low RPM response and fuel efficiency\u003c\/li\u003e\n\u003cli\u003e33 percent increase in overdrive clutch capacity\u003c\/li\u003e\n\u003cli\u003eBillet spring retainer and QT100 pressure plates\u003c\/li\u003e\n\u003cli\u003eDeep sump pan adds fluid and cooling capacity\u003c\/li\u003e\n\u003cli\u003eSteel girdle added for extra clutch support\u003c\/li\u003e\n\u003cli\u003eHard anodized valve body with new solenoid pack\u003c\/li\u003e\n\u003cli\u003eCustom bonded separator plate boosts line pressure\u003c\/li\u003e\n\u003cli\u003eBacked by 3-year\/150,000-mile parts warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003ePut The Power To The Ground With Confidence\u003c\/h4\u003e\n\u003cp\u003eIf your 6.7L Cummins is pushing serious torque, it’s only a matter of time before the stock transmission starts to show its limits. The BD Diesel 1064264SS 68RFE Transmission and ProForce Converter Package gives your RAM the strength it needs to handle heavy towing, aggressive tuning, and everyday hard use without breaking a sweat. This setup is purpose-built for 2007.5–2018 RAM 2500 and 3500 4WD models and comes pre-matched and dyno-tested to ensure reliability right out of the crate. From the street to the job site, this package delivers smoother shifts, better torque multiplication, and cooler running temps, especially under load. The included deep sump oil pan not only boosts fluid capacity but also helps manage heat and case flex for longer transmission life. Whether you're towing a fifth-wheel, hauling equipment, or just daily driving with added power, this kit is designed to keep your truck moving forward without hesitation. It’s a serious upgrade for serious diesel owners who want peace of mind behind the wheel.\u003c\/p\u003e\n\u003ch4\u003eBuilt To Handle High Torque And Heavy Loads\u003c\/h4\u003e\n\u003cp\u003eThe BD Diesel 68RFE Transmission and Converter Package is engineered for durability from the inside out. The transmission features a hard anodized valve body, a brand-new solenoid pack, and a custom bonded gasket separator plate designed to eliminate internal leaks and increase line pressure. BD's heavy-duty QT100 pressure plates, steel girdled 2C piston, and billet 4C spring retainer all work together to increase clutch count and broaden the apply area for smoother, stronger engagement. Overdrive and 2C clutch packs are upgraded with a 33 percent increase in capacity, while the Big Stack overdrive shaft is built to handle added stress from performance tuning and towing. The ProForce torque converter features a stall profile tailored for towing and street use, offering better low-end response, less heat generation, and improved efficiency. Everything is tested together on a dyno before shipping to ensure matched performance and proper calibration. This package is backed by a 36-month\/150,000-mile parts warranty and a 12-month\/24,000-mile labor warranty, giving you confidence in every shift.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFits 2007.5-2018 Dodge RAM 2500 and 3500 6.7L Cummins 4WD\u003c\/li\u003e\n\u003cli\u003eIncludes BD ProForce Torque Converter with stock input shaft\u003c\/li\u003e\n\u003cli\u003eTransmission and converter are dyno tested as a matched set\u003c\/li\u003e\n\u003cli\u003eDesigned for towing, street, and moderate performance use\u003c\/li\u003e\n\u003cli\u003eNot designed for race or competition abuse\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCooler flow rate must be verified at oil-to-air cooler outlet\u003c\/li\u003e\n\u003cli\u003ePackage includes deep sump transmission pan and pressure controller\u003c\/li\u003e\n\u003cli\u003eBD ProTech68 pressure module increases line pressure to 250 psi\u003c\/li\u003e\n\u003cli\u003eComes with a 36-month\/150,000-mile parts warranty\u003c\/li\u003e\n\u003cli\u003eLabor is covered for 12 months or 24,000 miles\u003c\/li\u003e\n\u003cli\u003eProfessional installation is strongly recommended\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49526559080732,"sku":"BDD1064264SS","price":6865.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/BDD1064264SS_20TRAN_20KIT_2000.jpg?v=1722351466"},{"product_id":"randy-s-transmissions-211315026-stage-2-68rfe-transmission-07-5-18-dodge-6-7l-cummins","title":"Randy's Transmission 211315026 Stage 2 68RFE Transmission 750HP Max | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRated for up to 750 horsepower\u003c\/li\u003e\n\u003cli\u003eFits 2007.5-2018 RAM 2500 and 3500 6.7L\u003c\/li\u003e\n\u003cli\u003eIncludes Randy’s billet triple lock converter\u003c\/li\u003e\n\u003cli\u003eBillet input shaft for maximum strength\u003c\/li\u003e\n\u003cli\u003eBabymaker1000 performance valve body installed\u003c\/li\u003e\n\u003cli\u003eHeavy-duty billet channel plate and accumulators\u003c\/li\u003e\n\u003cli\u003eCustom overdrive stack with RevMax 700 drum\u003c\/li\u003e\n\u003cli\u003ePower-packed 4C and 2C clutch assemblies\u003c\/li\u003e\n\u003cli\u003eHD cast aluminum deep transmission pan\u003c\/li\u003e\n\u003cli\u003eBillet snap ring retainers and billet pistons\u003c\/li\u003e\n\u003cli\u003eUpdated low\/reverse sprag and TIG welded planet\u003c\/li\u003e\n\u003cli\u003eRequires transmission tuning for best performance\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eBuilt For High Horsepower Without Holding Back\u003c\/h4\u003e\n\u003cp\u003eIf you’re running big power through your 6.7L Cummins, you need a transmission that can keep up without flinching. The Randy's Transmission Stage 2 68RFE is designed to handle up to 750 horsepower, making it a go-to choice for tuned daily drivers, heavy tow rigs, and performance builds alike. This is the same transmission featured in Randy’s well-known Red Delicious build, trusted for its strength and street-ready reliability. Backed by a billet triple disc converter and a host of premium upgrades, this setup delivers hard launches, crisp shifts, and the confidence to put your foot down without fear of slipping or failure. Whether you're towing heavy loads or hitting the throttle at every green light, this transmission is built to handle it. It also includes an HD cast aluminum deep pan for better fluid capacity and cooling, keeping temps in check under load. If you're serious about making your RAM bulletproof under power, this is the upgrade that makes it possible.\u003c\/p\u003e\n\u003ch4\u003ePacked With Proven Parts And Performance Engineering\u003c\/h4\u003e\n\u003cp\u003eThe Stage 2 68RFE from Randy’s Transmission is more than just a rebuild, it’s a complete performance system tailored for 2007.5-2018 RAM 2500 and 3500 trucks running the 6.7L Cummins. It features the Babymaker1000 valve body, billet accumulators with a reinforced cover, and a heavy-duty billet channel plate to improve pressure control and reliability. Inside, you’ll find a RevMax 700 input drum paired with a custom overdrive stack, along with 4C and 2C power-pack clutch upgrades that include GPZ clutches and billet pistons. The low reverse section has been reinforced with a TIG welded planet and 14 L\/R clutches, while the TCS sprag upgrade provides additional strength in critical areas. The billet triple lock torque converter improves torque multiplication and lockup performance, making it ideal for both daily driving and towing under load. Every transmission is assembled with precise clearances, vacuum-tested pumps, and a spec-checked bearing and bushing system to ensure consistent performance. Transmission tuning is required to fully unlock its potential and keep things dialed in for maximum drivability and longevity.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFits 2007.5-2018 Dodge RAM 2500 and 3500 with 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eRated for up to 750 horsepower maximum\u003c\/li\u003e\n\u003cli\u003eTransmission tuning is required for proper function\u003c\/li\u003e\n\u003cli\u003eSame transmission used in Randy's Red Delicious build\u003c\/li\u003e\n\u003cli\u003eIncludes Randy’s billet triple lock torque converter\u003c\/li\u003e\n\u003cli\u003eBuilt with Babymaker1000 performance valve body\u003c\/li\u003e\n\u003cli\u003eIncludes deep cast aluminum pan for added cooling\u003c\/li\u003e\n\u003cli\u003ePumps are vacuum tested and repaired as needed\u003c\/li\u003e\n\u003cli\u003eClutch packs and drums feature custom clearances\u003c\/li\u003e\n\u003cli\u003eSteel spin-on filter adapter included for added filtration\u003c\/li\u003e\n\u003cli\u003e$500 shipping surcharge applies to this product\u003c\/li\u003e\n\u003cli\u003eDesigned for street, towing, and performance applications\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49526879125788,"sku":"RTS211315026","price":10195.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/extreme2__34882.jpg?v=1722360292"},{"product_id":"randy-s-transmissions-211315024-stock-68rfe-transmission-07-5-18-dodge-6-7l-cummins","title":"Randy's Transmission 211315024 Stock 68RFE Transmission | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eComplete stock 68RFE crate transmission\u003c\/li\u003e\n\u003cli\u003eBuilt for stock truck applications only\u003c\/li\u003e\n\u003cli\u003eIncludes complete OE rebuild kit\u003c\/li\u003e\n\u003cli\u003eComes with new pistons installed\u003c\/li\u003e\n\u003cli\u003eIncludes rebuilt torque converter\u003c\/li\u003e\n\u003cli\u003eFeatures new OE solenoid block\u003c\/li\u003e\n\u003cli\u003eIncludes new line pressure sensor\u003c\/li\u003e\n\u003cli\u003eThree-week average build time\u003c\/li\u003e\n\u003cli\u003e$500 round-trip shipping charge applies\u003c\/li\u003e\n\u003cli\u003eIdeal replacement for damaged 68RFE units\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eA Reliable Replacement When Your 68RFE Calls It Quits\u003c\/h4\u003e\n\u003cp\u003eIf you’ve found yourself dealing with a cracked housing or a failed transmission in your Ram, you’re not alone. The 68RFE has been known to give up under pressure, even on stock trucks that are just doing daily work. That’s where Randy’s Transmission 211315024 Stock 68RFE Crate Transmission comes in. This fully rebuilt, stock-spec unit is designed to get your truck back on the road with confidence. It’s built specifically for stock applications, making it the perfect solution for owners who aren’t chasing performance upgrades but still need reliable, factory-level performance. Inside, you’ll find a complete OE rebuild kit with fresh pistons, a rebuilt torque converter, a brand-new OE solenoid block, and a new line pressure sensor—all carefully assembled to deliver smooth, dependable operation.\u003c\/p\u003e\n\u003ch4\u003eProfessionally Built With a Hassle-Free Shipping Process\u003c\/h4\u003e\n\u003cp\u003eRandy’s Transmission takes the guesswork out of replacing your failed 68RFE. With an average build time of just three weeks, you won’t be waiting around long to get back on the road. Plus, they make shipping simple with a flat $500 round-trip charge, covering both delivery and return of your old unit. This crate transmission arrives ready to install, giving you a straightforward replacement that restores your truck’s drivability without the extra complications of performance tuning or aftermarket upgrades. If you’ve been sidelined by transmission trouble and just need a dependable way to get your Ram working again, this stock 68RFE rebuild is the solution you’ve been looking for.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFits:\u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e A $500.00 Round Trip Shipping Charge will be added.\u003c\/p\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49526879158556,"sku":"RTS211315024","price":4495.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/STOCK68.jpg?v=1722360290"},{"product_id":"randy-s-transmissions-211315025-stage-1-68rfe-transmission-07-5-18-dodge-6-7l-cummins","title":"Randy's Transmission 211315025 Stage 1 68RFE Transmission 500HP Max | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003eLooking to upgrade that weak factory 68RFE?  Want something more capable of holding some power and helping with your towing?  Than the Randy's Transmissions Stage 1 68RFE is a perfect choice.  Capable of 500hp Max, it will solve that weak factory Dodge Transmission.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHighlights:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eCustom Valve body with custom gasket separator plate\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eSonnax or equivalent accumulator plate cover\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003e4c power-pack, gpz or equivalent clutches, custom\u003cbr style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003epressure plate\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eRevmax or equivalent input drum with custom overdrive\u003cbr style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003epack\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eRANDY’S Billet torque converter\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eNew solenoid block\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eNew line pressure sensor\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003e2c power-pack with billet piston\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eBillet Steel spin on filter adapter\u003c\/li\u003e\n\u003cli style=\"box-sizing: border-box; padding: 0px; user-select: auto;\"\u003eHD Cast aluminum deep pan\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eNote: A $300 shipping surcharge will be added.\u003cbr\u003e\u003c\/p\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49526879289628,"sku":"RTS211315025","price":7495.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/68rfe_1_2__46302.jpg?v=1722360290"},{"product_id":"randy-s-transmissions-211315028-stage-3-extreme-68rfe-transmission-07-5-18-dodge-6-7l-cummins","title":"Randy's Transmission 211315028 Stage 3 Extreme 68RFE Transmission 900HP Max | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eSupports up to 900 horsepower\u003c\/li\u003e\n\u003cli\u003eIncludes Babymaker1000 performance valve body\u003c\/li\u003e\n\u003cli\u003eRevmax 850 input drum for extreme durability\u003c\/li\u003e\n\u003cli\u003eHeavy duty billet triple lock torque converter\u003c\/li\u003e\n\u003cli\u003eBillet accumulators with reinforced cover\u003c\/li\u003e\n\u003cli\u003eHD cast aluminum deep transmission pan\u003c\/li\u003e\n\u003cli\u003eMaraging steel input shaft for added strength\u003c\/li\u003e\n\u003cli\u003eUpgraded bonded pistons for better sealing\u003c\/li\u003e\n\u003cli\u003e14 low\/reverse clutches for improved holding\u003c\/li\u003e\n\u003cli\u003eSteel spin-on filter adapter included\u003c\/li\u003e\n\u003cli\u003eRequires tuning for optimal performance\u003c\/li\u003e\n\u003cli\u003eTig welded low reverse planet for strength\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eBuilt For The Drivers Who Refuse To Settle\u003c\/h4\u003e\n\u003cp\u003eIf you're pushing big power and heavy loads through your 2007.5-2018 RAM 2500 or 3500, the Randy’s Transmission Stage 3 Extreme 68RFE is built to handle the punishment. With a horsepower rating of up to 900, this beast is purpose-built for diesel owners who demand top-end performance and real-world reliability. Whether you're towing across state lines, racing at the track, or just lighting up the tires on the street, this transmission is designed to deliver power smoothly and without hesitation. Inside, it's packed with hardcore internals like the legendary Babymaker1000 valve body, billet triple lock torque converter, and a Revmax 850 input drum that can take some serious abuse. This isn’t just a rebuild, it’s a re-engineered solution for trucks that live in the fast lane. From street sled pulls to high-load work trucks, this transmission doesn’t flinch when others fail. And when tuned properly, it transforms the way your truck feels behind the wheel, keeping power planted and shifting locked in tight.\u003c\/p\u003e\n\u003ch4\u003eDesigned With The Strongest Parts Where It Counts\u003c\/h4\u003e\n\u003cp\u003eRandy's Stage 3 Extreme 68RFE is loaded with performance-driven upgrades that address every weak link in the stock transmission. It starts with billet components throughout, including billet pistons, a billet channel plate, billet snap ring retainers, and a billet 4th gear hub. The Revmax 850 input drum adds heavy-duty clutch capacity, while the steel center support holds five 4C clutches for reliable high-load operation. A maraging input shaft handles increased torque loads, and the tig-welded low reverse planet ensures strength in one of the most failure-prone areas of the factory design. The HD cast aluminum deep pan improves cooling and adds rigidity to the case, which is crucial when pushing power near the 900hp threshold. Every unit includes bonded gaskets, vacuum-tested pumps, and carefully spec'd bearings and bushings for long-term durability. Together, these upgrades create a bulletproof foundation that thrives under high-performance conditions while retaining smooth drivability when off the throttle.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eCapable of handling up to 900 horsepower.\u003c\/li\u003e\n\u003cli\u003eTransmission tuning is required for best results.\u003c\/li\u003e\n\u003cli\u003eNot designed for stock or lightly modified trucks.\u003c\/li\u003e\n\u003cli\u003eIncludes $500 shipping surcharge due to weight and freight handling.\u003c\/li\u003e\n\u003cli\u003eBuilt with high-strength billet components throughout.\u003c\/li\u003e\n\u003cli\u003eUpgraded torque converter designed for high-torque loads.\u003c\/li\u003e\n\u003cli\u003eIncludes Maraging input shaft for added durability.\u003c\/li\u003e\n\u003cli\u003eIdeal for extreme performance and towing applications.\u003c\/li\u003e\n\u003cli\u003eCustom-built with bonded pistons and upgraded clutch packs.\u003c\/li\u003e\n\u003cli\u003eInternal pump and valve upgrades improve pressure and reliability.\u003c\/li\u003e\n\u003cli\u003eProfessional installation is highly recommended.\u003c\/li\u003e\n\u003cli\u003eNot covered for damage caused by race abuse or improper tuning.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49526880010524,"sku":"RTS211315028","price":12895.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/extreme2_1__32710.jpg?v=1722360294"},{"product_id":"suncoast-sc-68-2-category-2-68rfe-rebuild-kit-07-5-19-dodge-6-7l-cummins","title":"SunCoast SC-68-2 Category 2 68RFE Rebuild Kit | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eV2 Billet Drum Assembly\u003c\/li\u003e\n\u003cli\u003eEnhanced Fluid Cooling\u003c\/li\u003e\n\u003cli\u003ePrevents pump cavitation and ensures optimal fluid flow\u003c\/li\u003e\n\u003cli\u003eIncreases line pressure by 30%, delivering cleaner, faster shifts\u003c\/li\u003e\n\u003cli\u003e24-month warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eTransform Your 68RFE Transmission with Category 2 Performance\u003c\/h4\u003e\n\u003cp\u003eThe SunCoast SC-68-1 68RFE Transmission Rebuild Kit (Category 2) is your ultimate solution to the challenges faced by the 68RFE transmission in your 2007.5-2018 Ram 6.7L Cummins. Designed with meticulous attention to detail, this kit addresses every weak point of the factory transmission, delivering superior performance and reliability. Whether you’re hauling heavy loads, towing, or upgrading your truck for increased horsepower, this rebuild kit enhances clutch capacity, fluid flow, and transmission durability. It's the perfect choice for drivers who demand smooth shifts, reduced slippage, and a transmission that can withstand the toughest tasks. With this comprehensive upgrade, your 68RFE will perform better, last longer, and handle whatever you throw at it.\u003c\/p\u003e\n\u003ch4\u003eAdvanced Engineering for Long-Lasting Reliability\u003c\/h4\u003e\n\u003cp\u003eThe Category 2 kit features cutting-edge innovations like the V2 Billet Drum Assembly, which delivers a 24% improvement in hydraulic clamping force and eliminates common overdrive issues. The upgraded Mag-Hytec deep aluminum pan increases fluid capacity and cooling efficiency, ensuring your transmission stays cool under heavy workloads. This kit also includes billet pistons, a high-pressure tuneless valve body reprogramming system, and a Zero Cavitation Filter Kit, all designed to optimize performance and reliability. Each component is precision-engineered and rigorously tested, making it a top-tier choice for rebuilding your 68RFE.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eVehicle Fitment:\u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eCategory 2 Kit Includes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNew SunCoast V2 Billet Overdrive Drum Assembly\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Washer Kit\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Complete Gasket and Sealing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Spin-on Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Pan Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003eUpgraded 2C Clutch Set\u003c\/li\u003e\n\u003cli\u003e68RFE Billet 2C Piston\u003c\/li\u003e\n\u003cli\u003e68RFE Accumulator Plate Kit\u003c\/li\u003e\n\u003cli\u003e4C Snap Ring Retainer\u003c\/li\u003e\n\u003cli\u003eTransgo 200 PSI Valve Body Kit\u003c\/li\u003e\n\u003cli\u003eAccumulator Piston Kit\u003c\/li\u003e\n\u003cli\u003eZero Cavitation Filter Kit\u003c\/li\u003e\n\u003cli\u003eMag Hytec Deep Pan (4 additional quarts)\u003c\/li\u003e\n\u003cli\u003e68RFE Triple-Disc Torque Converter\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"SunCoast Performance","offers":[{"title":"Default Title","offer_id":49526893379868,"sku":"SUNSC-68-2","price":5233.15,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/SUNSC-68-2_20REBUILD_20KIT_2000.jpg?v=1722362357"},{"product_id":"randys-68diys2-68rfe-stage-2-builder-kit-with-babymaker-1000-valve-body-13-18-dodge-ram-2500-3500","title":"Randy's Transmission 68DIYS2 68RFE Stage 2 Builder Kit with BabyMaker 1000 Valve Body 68RFE | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eIncludes BabyMaker 1000 performance valve body\u003c\/li\u003e\n\u003cli\u003eGoerend triple disc torque converter included\u003c\/li\u003e\n\u003cli\u003eBillet input shaft handles extreme torque\u003c\/li\u003e\n\u003cli\u003eHeavy-duty sprag upgrade for low gear strength\u003c\/li\u003e\n\u003cli\u003eSonnax drum with custom overdrive setup\u003c\/li\u003e\n\u003cli\u003eComplete gasket and seal kit included\u003c\/li\u003e\n\u003cli\u003ePower-packed clutch upgrades for added holding power\u003c\/li\u003e\n\u003cli\u003eBillet flexplate for maximum driveline strength\u003c\/li\u003e\n\u003cli\u003eHigh-capacity deep cast transmission pan\u003c\/li\u003e\n\u003cli\u003eOE solenoid block included in the kit\u003c\/li\u003e\n\u003cli\u003eSpin-on and press-in filters included\u003c\/li\u003e\n\u003cli\u003eBuilt to support towing and high horsepower\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eTurn Your 68RFE Into A Towing And Powerhouse Beast\u003c\/h4\u003e\n\u003cp\u003eIf you're tired of babying your factory 68RFE every time you hook up a trailer or roll into boost, Randy’s Transmission has your answer. The Stage 2 Builder Kit with the BabyMaker 1000 Valve Body is designed for truck owners who are ready to put real power to the ground without worrying about internal failures. This isn't a basic refresh, it’s a full-on performance overhaul built to handle towing, daily driving, and aggressive tuning up to 750 horsepower. With components like the Goerend triple disc converter, billet input shaft, billet flexplate, and a heavy-duty cast deep pan, you’re getting race-proven parts that work just as well on the street as they do on the track. It’s plug and play for serious builders, with no guesswork involved. Whether you're upgrading for reliability, performance, or both, this kit gives you the peace of mind to push your truck without holding back. It’s built for those who drive hard and want their transmission to match.\u003c\/p\u003e\n\u003ch4\u003eDesigned With Proven Parts For High Output Builds\u003c\/h4\u003e\n\u003cp\u003eThe Randy's Transmission 68DIYS2 Stage 2 Kit is packed with proven internal upgrades that address all the weak points of the factory 68RFE. At the heart of it is the BabyMaker 1000 Valve Body, which improves shift quality and clutch control by enhancing line pressure and hydraulic efficiency. Supporting that is a billet input shaft for handling higher torque loads, a billet 2C piston, and a custom overdrive setup using a Sonnax drum and upgraded reaction plates. The included Goerend triple lock torque converter ensures solid power transfer while the heavy-duty sprag upgrade and power-packed clutches reinforce both low and high gear operation. This kit also includes a bonded gasket separator plate, Sonnax accumulator plate, new OE solenoid block, and a full set of seals and filters for a thorough rebuild. It’s designed to give builders a complete solution, whether they’re assembling a transmission in their garage or at a pro shop. Built for 2007.5–2018 Ram 2500 and 3500 models with the 6.7L Cummins, this kit bridges the gap between DIY and competition-ready performance.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDesigned for 2007.5–2018 Ram 2500\/3500 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eRated for builds up to 750 horsepower\u003c\/li\u003e\n\u003cli\u003eIncludes BabyMaker 1000 high-performance valve body\u003c\/li\u003e\n\u003cli\u003eIntended for experienced builders or professional installers\u003c\/li\u003e\n\u003cli\u003eNot a complete transmission, DIY assembly is required\u003c\/li\u003e\n\u003cli\u003eIncludes billet input shaft, flexplate, and upgraded internals\u003c\/li\u003e\n\u003cli\u003eTorque converter and solenoid block are included\u003c\/li\u003e\n\u003cli\u003eImproves durability, shift quality, and towing capability\u003c\/li\u003e\n\u003cli\u003eRequires transmission removal for installation\u003c\/li\u003e\n\u003cli\u003eRecommended for tuned or modified 68RFE applications\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49526983983388,"sku":"RTS68DIYS2","price":6000.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/68DIYS2.jpg?v=1722360301"},{"product_id":"randys-98765257-stage-4-extreme-68rfe-transmission-07-5-18-dodge-ram-6-7l-68rfe","title":"Randy's Transmission 98765257 Stage 4 Extreme 68RFE Transmission 1000+HP | 2007.5-2018 Dodge RAM 6.7L 68RFE","description":"\u003cul\u003e\n\u003cli\u003eBabymaker1000 valve body\u003c\/li\u003e\n\u003cli\u003ebillet accumulators and cover providing 3 additional bolts\u003c\/li\u003e\n\u003cli\u003eBonded gasket plate\u003c\/li\u003e\n\u003cli\u003eHD billet channel plate\u003c\/li\u003e\n\u003cli\u003eTransgo SSV valves\u003c\/li\u003e\n\u003cli\u003eOE solenoid block\u003c\/li\u003e\n\u003cli\u003eRevmax XR input drum\u003c\/li\u003e\n\u003cli\u003e2c power-packed with billet piston\u003c\/li\u003e\n\u003cli\u003eTCS Low\/Reverse Sprag update\u003c\/li\u003e\n\u003cli\u003eHD Cast aluminum deep pan\u003c\/li\u003e\n\u003cli\u003ePumps are vacuum tested and repaired as required\u003c\/li\u003e\n\u003cli\u003ePR valve, TCC limit valve, Pump bushing and new gears when warranted.\u003c\/li\u003e\n\u003cli\u003eMaraging input shaft\u003c\/li\u003e\n\u003cli\u003eOE line pressure sensor\u003c\/li\u003e\n\u003cli\u003eRANDYS HD Billet triple lock torque converter\u003c\/li\u003e\n\u003cli\u003eBonded pistons\u003c\/li\u003e\n\u003cli\u003e14 L\/R clutches\u003c\/li\u003e\n\u003cli\u003eBushings and Bearings are speced and replaced as required\u003c\/li\u003e\n\u003cli\u003eSteel spin on filter adapter\u003c\/li\u003e\n\u003cli\u003eRevmax Custom machined Steel center support with 5 4c clutches and billet piston\u003c\/li\u003e\n\u003cli\u003eRevmax Billet 4th clutch hub with longer spline\u003c\/li\u003e\n\u003cli\u003eTig welded Low Reverse planet\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-family: 'Aptos Narrow',sans-serif; mso-fareast-font-family: 'Times New Roman'; mso-bidi-font-family: 'Times New Roman'; color: black; mso-font-kerning: 0pt; mso-ligatures: none;\" data-mce-style=\"font-family: 'Aptos Narrow',sans-serif; mso-fareast-font-family: 'Times New Roman'; mso-bidi-font-family: 'Times New Roman'; color: black; mso-font-kerning: 0pt; mso-ligatures: none;\"\u003eNote: $500 Shipping surcharge will be added at checkout\u003c\/span\u003e\u003c\/p\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49526992961820,"sku":"RTS98765257","price":15895.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/extreme2_1_1.jpg?v=1722360302"},{"product_id":"ats-3138002326-68rfe-billetproof-kit-w-co-pilot-07-5-18-ram-6-7l-cummins","title":"ATS 313-800-2326 68Rfe Billetproof Kit with Co-Pilot | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cp\u003eSupports builds up to 550+ RWHP\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eBilletProof valve body ensures strong, precise shifts\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eCo-Pilot system dynamically adjusts line pressure for load protection\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003ePrevents gear hunting, clutch slippage, and torque converter shudder\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eDesigned for towing, racing, and daily-driven performance trucks\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eCompatible with stock or upgraded 68RFE transmissions\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eIncludes wiring harness, electronics, and hardware for full installation\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eBuilt to Handle Serious Power\u003c\/strong\u003e\u003cbr\u003eThe ATS 313-800-2326 BilletProof Kit with Co-Pilot is the ultimate transmission upgrade for 2007.5–2018 Ram 2500\/3500 trucks running the 6.7L Cummins engine with the 68RFE automatic transmission. This kit is engineered to solve the factory 68RFE's biggest weak points, offering dramatically increased torque capacity and consistent shift performance even under high horsepower loads. Ideal for tuned or heavily modified trucks, it provides the strength needed to support up to 550+ rear-wheel horsepower.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eComprehensive Transmission Protection\u003c\/strong\u003e\u003cbr\u003eIncluded in the kit is ATS’s BilletProof valve body and patented Co-Pilot transmission controller. The upgraded valve body improves fluid flow, clutch engagement, and shift timing, while the Co-Pilot actively monitors line pressure and load, applying additional pressure when needed to prevent clutch slip and transmission damage. This advanced pairing drastically increases transmission longevity, especially under heavy towing or performance driving.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment:\u003c\/strong\u003e\u003cbr\u003e2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Ram 2500\/3500 6.7L Cummins with 68RFE Transmission\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eWarranty:\u003c\/strong\u003e\u003cbr\u003eATS Diesel offers a 5-year \/ 500,000-mile warranty on the Co-Pilot and valve body components against manufacturing defects.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment Notes:\u003c\/strong\u003e\u003cbr\u003eFor use with factory or aftermarket 68RFE transmissions. This kit does not include a torque converter or transmission internals, it is intended as a control and valve body upgrade. Recommended for trucks with tuning, larger injectors, or upgraded turbochargers.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527043653916,"sku":"ATS313-800-2326","price":3404.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/313-800-2326-FSMF.jpg?v=1722350038"},{"product_id":"ats-3119642326-g56-4wd-performance-manual-transmission-07-5-18-ram-6-7l-cummins","title":"ATS 311-964-2326 G56 4Wd Performance Manual Transmission | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003eManual Transmission G56 2007.5-Present Dodge 4WD. ATS Diesel Performance was founded in 1993 and has been serving businesses, hobbyists and racing enthusiasts ever since. Located in Arvada, Colorado, ATS invents, designs, manufactures and distributes diesel truck performance products worldwide.\u003c\/p\u003e \u003cp\u003eATS products set the standard for the industry because of their innovation and superior craftsmanship. Clint Cannon, founder, has been key to the development of ATS products and hashelped ATS earn its position as the most trusted name in diesel performance products.\u003c\/p\u003e \u003cp\u003eClint's racing experience and vast knowledge of the industry has led ATS to become the authority on diesel performance products. Whether you use your truck for towing, off-road, or racing, ATS can provide you with the finest, most reliable and top performing products made today.\u003cbr\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e \u003cul\u003e \u003cli\u003eManual Transmission G56 2007.5-Present Dodge Ram 4WD\u003c\/li\u003e \u003cli\u003eTransmission Type: Manual\u003c\/li\u003e \u003cli\u003eTransmission Model: G56\u003c\/li\u003e \u003cli\u003eDrive: 4WD\u003c\/li\u003e \u003cli\u003eFits: 2007.5-Present Dodge Ram\u003c\/li\u003e \u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527043719452,"sku":"ATS311-964-2326","price":6794.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/311-964-2326-FSMF.jpg?v=1722350038"},{"product_id":"ats-3119622302-g56-2wd-performance-manual-transmission-05-5-18-ram-cummins","title":"ATS 311-962-2302 G56 2WD Performance Manual Transmission | 2005.5-2018 Dodge RAM 2500\/3500 5.9L\/6.7L Cummins 2WD w\/ G56 Manual Transmission","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cp\u003eHigh-performance G56 2WD manual transmission\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eCompatible with 2005.5–2018 Ram 2500\/3500 5.9L \u0026amp; 6.7L Cummins (2WD)\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eUpgraded internal components for increased torque capacity\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eReinforced case resists flex and improves durability under load\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eEnhanced synchronizers for smoother, more reliable shifting\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eDirect-fit replacement for factory G56 transmission in 2WD models\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003ePerformance Manual Transmission\u003c\/strong\u003e\u003cbr\u003eThe ATS 311-962-2302 G56 2WD Performance Manual Transmission is built to exceed OEM standards in strength, shift quality, and reliability. Designed for Ram Cummins owners running higher horsepower or heavy towing loads, it features reinforced internals and improved synchronization for longer life and better driving performance. Whether for daily use or demanding work, this transmission delivers lasting durability and smoother operation.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment:\u003c\/strong\u003e\u003cbr\u003e2005.5, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 5.9L\/6.7L Cummins (2WD with G56 Manual Transmission)\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eWarranty\u003c\/strong\u003e\u003cbr\u003eBacked by ATS Diesel Performance’s limited manufacturer warranty. Refer to ATS for full warranty details.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment Notes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cp\u003eFor 2WD models only\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eCompatible with both 5.9L and 6.7L Cummins engines\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cp\u003eProfessional installation required for best performance and warranty compliance\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527043817756,"sku":"ATS311-962-2302","price":6794.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/311-962-2302-FSMF.jpg?v=1722350036"},{"product_id":"ats-3199552356-full-allison-conversion-kit-stage-5-10-12-ram-6-7l-cummins-as68rc-4wd","title":"ATS 319-955-2356 Full Allison Transmission Conversion Kit Stage 5 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 4WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 5 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, Billet Output Shaft, and Billet P2 Carrier and Billet C2 Hub w\/ Modified P1 Sun Gear) Replaces 4-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527057907996,"sku":"ATS319-955-2356","price":16304.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-955-2356-FSMF.png?v=1722350239"},{"product_id":"ats-3199542356-full-allison-conversion-kit-stage-5-10-12-ram-6-7l-cummins-68rfe-4wd","title":"ATS 319-954-2356 Full Allison Transmission Conversion Kit Stage 5 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 4WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 5 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, Billet Output Shaft, and Billet P2 Carrier and Billet C2 Hub w\/ Modified P1 Sun Gear) Replaces 4-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527058235676,"sku":"ATS319-954-2356","price":16304.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-954-2356-FSMF.png?v=1722350233"},{"product_id":"ats-3199532356-full-allison-conversion-kit-stage-5-10-12-ram-6-7l-cummins-as68rc-2wd","title":"ATS 319-953-2356 Full Allison Transmission Conversion Kit Stage 5 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 5 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, Billet Output Shaft, and Billet P2 Carrier and Billet C2 Hub w\/ Modified P1 Sun Gear) Replaces 2-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527058465052,"sku":"ATS319-953-2356","price":16304.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-953-2356-FSMF.png?v=1722350228"},{"product_id":"ats-3199522356-full-allison-conversion-kit-stage-5-10-12-ram-6-7l-cummins-68rfe-2wd","title":"ATS 319-952-2356 Full Allison Transmission Conversion Kit Stage 5 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 5 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, Billet Output Shaft, and Billet P2 Carrier and Billet C2 Hub w\/ Modified P1 Sun Gear) Replaces 2-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527058759964,"sku":"ATS319-952-2356","price":16304.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-952-2356-FSMF.png?v=1722350223"},{"product_id":"ats-3199452356-full-allison-conversion-kit-stage-4-10-12-ram-6-7l-cummins-as68rc","title":"ATS 319-945-2356 Full Allison Transmission Conversion Kit Stage 4 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 4 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, and Billet Output Shaft) Replaces 4-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527058989340,"sku":"ATS319-945-2356","price":14444.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-945-2356-FSMF.png?v=1722350218"},{"product_id":"ats-3199442356-full-allison-conversion-kit-stage-4-10-12-ram-6-7l-cummins-68rfe-4wd","title":"ATS 319-944-2356 Full Allison Transmission Conversion Kit Stage 4 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 4WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 4 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, and Billet Output Shaft) Replaces 4-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527059251484,"sku":"ATS319-944-2356","price":14444.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-944-2356-FSMF.png?v=1722350214"},{"product_id":"ats-3199432356-full-allison-conversion-kit-stage-4-10-12-ram-6-7l-cummins-as68rc-2wd","title":"ATS 319-943-2356 Full Allison Transmission Conversion Kit Stage 4 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 4 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, and Billet Output Shaft) Replaces 2-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527059480860,"sku":"ATS319-943-2356","price":14444.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-943-2356-FSMF.png?v=1722350209"},{"product_id":"ats-3199422356-full-allison-conversion-kit-stage-4-10-12-ram-6-7l-cummins-68rfe-2wd","title":"ATS 319-942-2356 Full Allison Transmission Conversion Kit Stage 4 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 4 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, and Billet Output Shaft) Replaces 2-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527059874076,"sku":"ATS319-942-2356","price":14444.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-942-2356-FSMF.png?v=1722350205"},{"product_id":"ats-3199352356-full-allison-conversion-kit-stage-3-10-12-ram-6-7l-cummins-as68rc","title":"ATS 319-935-2356 Full Allison Transmission Conversion Kit Stage 3 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 3 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, and Billet Intermediate Shaft) Replaces 4-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527060070684,"sku":"ATS319-935-2356","price":13749.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-935-2356-FSMF.png?v=1722350200"},{"product_id":"ats-3199342356-full-allison-conversion-kit-stage-3-10-12-ram-6-7l-cummins-68rfe-4wd","title":"ATS 319-934-2356 Full Allison Transmission Conversion Kit Stage 3 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 4WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 3 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, and Billet Intermediate Shaft) Replaces 4-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527060529436,"sku":"ATS319-934-2356","price":13749.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-934-2356-FSMF.png?v=1722350192"},{"product_id":"ats-3199332356-full-allison-conversion-kit-stage-3-10-12-ram-6-7l-cummins-as68rc-2wd","title":"ATS 319-933-2356 Full Allison Transmission Conversion Kit Stage 3 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 3 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, and Billet Intermediate Shaft) Replaces 2-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527060758812,"sku":"ATS319-933-2356","price":13749.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-933-2356-FSMF.png?v=1722350188"},{"product_id":"ats-3199322356-full-allison-conversion-kit-stage-3-10-12-ram-6-7l-cummins-68rfe-2wd","title":"ATS 319-932-2356 Full Allison Transmission Conversion Kit Stage 3 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 3 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, and Billet Intermediate Shaft) Replaces 2-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527061020956,"sku":"ATS319-932-2356","price":13749.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-932-2356-FSMF.png?v=1722350183"},{"product_id":"ats-3199252356-full-allison-conversion-kit-stage-2-10-12-ram-6-7l-cummins-as68rc","title":"ATS 319-925-2356 Full Allison Transmission Conversion Kit Stage 2 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 2 Transmission Build (ATS Built Transmission, Deep Pan, and Billet Input Shaft) Replaces 4-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527061283100,"sku":"ATS319-925-2356","price":13294.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-925-2356-FSMF.png?v=1722350179"},{"product_id":"ats-3199242356-full-allison-conversion-kit-stage-2-10-12-ram-6-7l-cummins-68rfe-4wd","title":"ATS 319-924-2356 Full Allison Transmission Conversion Kit Stage 2 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 4WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 2 Transmission Build (ATS Built Transmission, Deep Pan, and Billet Input Shaft) Replaces 4-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527061545244,"sku":"ATS319-924-2356","price":13294.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-924-2356-FSMF.png?v=1722350174"},{"product_id":"ats-3199232356-full-allison-conversion-kit-stage-2-10-12-ram-6-7l-cummins-as68rc-2wd","title":"ATS 319-923-2356 Full Allison Transmission Conversion Kit Stage 2 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 2 Transmission Build (ATS Built Transmission, Deep Pan, and Billet Input Shaft) Replaces 2-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527061840156,"sku":"ATS319-923-2356","price":13294.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-923-2356-FSMF.png?v=1722350168"},{"product_id":"ats-3199222356-full-allison-conversion-kit-stage-2-10-12-ram-6-7l-cummins-68rfe-2wd","title":"ATS 319-922-2356 Full Allison Transmission Conversion Kit Stage 2 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 2 Transmission Build (ATS Built Transmission, Deep Pan, and Billet Input Shaft) Replaces 2-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527062167836,"sku":"ATS319-922-2356","price":13294.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-922-2356-FSMF.png?v=1722350159"},{"product_id":"ats-3199152356-full-allison-conversion-kit-stage-1-10-12-ram-6-7l-cummins-as68rc","title":"ATS 319-915-2356 Full Allison Transmission Conversion Kit Stage 1 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 1 Transmission Build (ATS Built Transmission and Deep Pan) Replaces 4-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527062397212,"sku":"ATS319-915-2356","price":12579.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-915-2356-FSMF.png?v=1722350155"},{"product_id":"ats-3199142356-full-allison-conversion-kit-stage-1-10-12-ram-6-7l-cummins-68rfe-4wd","title":"ATS 319-914-2356 Full Allison Transmission Conversion Kit Stage 1 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 4WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 1 Transmission Build (ATS Built Transmission and Deep Pan) Replaces 4-Wheel Drive 68RFE 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527062692124,"sku":"ATS319-914-2356","price":12579.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-914-2356-FSMF.png?v=1722350146"},{"product_id":"ats-3199132356-full-allison-conversion-kit-stage-1-10-12-ram-6-7l-cummins-as68rc-2wd","title":"ATS 319-913-2356 Full Allison Transmission Conversion Kit Stage 1 | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 1 Transmission Build (ATS Built Transmission and Deep Pan) Replaces 2-Wheel Drive Aisin AS68RC 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527062888732,"sku":"ATS319-913-2356","price":12579.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-913-2356-FSMF.png?v=1722350141"},{"product_id":"ats-3199122356-full-allison-conversion-kit-stage-1-10-12-ram-6-7l-cummins-68rfe-2wd","title":"ATS 319-912-2356 Full Allison Transmission Conversion Kit Stage 1 | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 2WD","description":"\u003cp\u003eATS Full Allison Conversion Kit, Stage 5 Transmission Build (ATS Built Transmission, Deep Pan, Billet Input Shaft, Billet Intermediate Shaft, Billet Output Shaft, and Billet P2 Carrier and Billet C2 Hub w\/ Modified P1 Sun Gear) Replaces 2-Wheel Drive 68RFE ¬â€ 2010-2012\u003c\/p\u003e\u003cp\u003e68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles.\u003c\/p\u003e\u003cp\u003eBacked by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation.\u003c\/p\u003e\u003cp\u003eOur exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required. The all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins.\u003c\/p\u003e\u003cp\u003eATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge.\u003c\/p\u003e\u003cp\u003eDodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission Due to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000.\u003c\/p\u003e\u003cp\u003eThese parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion: Is your Cummins engine modified? Do you tow heavy loads for long distances? Do you have over-sized tires? Does your vehicle appear to be under stress with the workload you are putting it under? If you answered yes to any of these questions you are a prime candidate for the Allison transmission swap.\u003c\/p\u003e\u003cp\u003eThe 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts. If you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice.\u003c\/p\u003e\u003cp\u003eAlthough the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change.\u003c\/p\u003e\u003cp\u003eThe torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift. Unfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE.\u003c\/p\u003e\u003cp\u003eThey then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine.\u003c\/p\u003e\u003cp\u003eSimilar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion. If you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice.\u003c\/p\u003e\u003cp\u003eThe Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues. Currently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges. Tap shifting capabilities and tow-haul are all still present as well.\u003c\/p\u003e\u003cp\u003eFor the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission? The Allison 1000 is the best option that is now possible behind the Cummins engine!\u003c\/p\u003e\u003cp\u003eThis does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics.\u003c\/p\u003e\u003cp\u003eThis is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications. Yes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter.\u003c\/p\u003e\u003cp\u003eAll of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory. The transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration. This is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck.\u003c\/p\u003e\u003cp\u003eOnce this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package.\u003c\/p\u003e\u003cp\u003eOur Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM). When the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start,\u003c\/li\u003e\n\u003cli\u003eLoss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode, Loss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making Everything work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/p\u003e\u003cp\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/p\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty. We are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cp\u003eTransfer Case – You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/p\u003e\u003cp\u003eIn summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you will not find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527063249180,"sku":"ATS319-912-2356","price":12579.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-912-2356-FSMF.png?v=1722350132"},{"product_id":"ats-3191052356-allison-conversion-install-kit-10-12-ram-6-7l-cummins-as68rc-2wd","title":"ATS 319-105-2356 Allison Conversion Install Kit | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC 2WD","description":"\u003cp\u003eATS Install Kit Allison Conversion, Customer Supplies Transmission, Replaces 2-Wheel Drive Aisin AS68RC 2010-2012 ¬â€ 68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail\u003c\/p\u003e\u003cp\u003eATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles. Backed by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation. Our exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required.\u003c\/p\u003e\u003cp\u003eThe all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins. ATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge. Dodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission\u003c\/p\u003e\u003cp\u003eDue to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000. These parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eIs your Cummins engine modified?\u003c\/li\u003e\n\u003cli\u003eDo you tow heavy loads for long distances?\u003c\/li\u003e\n\u003cli\u003eDo you have over-sized tires?\u003c\/li\u003e\n\u003cli\u003eDoes your vehicle appear to be under stress with the workload you are putting it under?\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eIf you answered yes to any of these questions you are a prime candidate for the Allison transmission swap. The 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts.\u003c\/p\u003e\u003cp\u003eIf you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice. Although the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change. The torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift.\u003c\/p\u003e\u003cp\u003eUnfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE. They then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine. Similar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion.\u003c\/p\u003e\u003cp\u003eIf you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice. The Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues.\u003c\/p\u003e\u003cp\u003eCurrently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges.\u003c\/p\u003e\u003cp\u003eTap shifting capabilities and tow-haul are all still present as well. For the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission?\u003c\/p\u003e\u003cp\u003eThe Allison 1000 is the best option that is now possible behind the Cummins engine! This does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics. This is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications.\u003c\/p\u003e\u003cp\u003eYes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter. All of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory.\u003c\/p\u003e\u003cp\u003eThe transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration.\u003c\/p\u003e\u003cp\u003eThis is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck. Once this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package. Our Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM).\u003c\/p\u003e\u003cp\u003eWhen the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start, loss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode,\u003c\/li\u003e\n\u003cli\u003eLoss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making EVERYTHING work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\u003cli\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty.\u003c\/p\u003e\u003cp\u003eWe are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cul\u003e\u003cli\u003eTransfer Case - You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003e\u003cbr box-sizing:=\" border-box=\" color:=\" rgb=\"\u003e In summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you WILL NOT find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527063445788,"sku":"ATS319-105-2356","price":7610.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-105-2356-FSMF.png?v=1722350128"},{"product_id":"ats-3191032356-allison-conversion-install-kit-10-12-ram-6-7l-cummins-68rfe-2wd","title":"ATS 319-103-2356 Allison Conversion Install Kit | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 2WD","description":"\u003cp\u003eATS Install Kit Allison Conversion, Customer Supplies Transmission, Replaces 2-Wheel Drive 68RFE 2010-2012 ¬â€ 68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail\u003c\/p\u003e\u003cp\u003eATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles. Backed by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation. Our exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required.\u003c\/p\u003e\u003cp\u003eThe all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins. ATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge. Dodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission\u003c\/p\u003e\u003cp\u003eDue to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000. These parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eIs your Cummins engine modified?\u003c\/li\u003e\n\u003cli\u003eDo you tow heavy loads for long distances?\u003c\/li\u003e\n\u003cli\u003eDo you have over-sized tires?\u003c\/li\u003e\n\u003cli\u003eDoes your vehicle appear to be under stress with the workload you are putting it under?\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eIf you answered yes to any of these questions you are a prime candidate for the Allison transmission swap. The 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts.\u003c\/p\u003e\u003cp\u003eIf you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice. Although the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change. The torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift.\u003c\/p\u003e\u003cp\u003eUnfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE. They then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine. Similar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion.\u003c\/p\u003e\u003cp\u003eIf you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice. The Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues.\u003c\/p\u003e\u003cp\u003eCurrently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges.\u003c\/p\u003e\u003cp\u003eTap shifting capabilities and tow-haul are all still present as well. For the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission?\u003c\/p\u003e\u003cp\u003eThe Allison 1000 is the best option that is now possible behind the Cummins engine! This does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics. This is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications.\u003c\/p\u003e\u003cp\u003eYes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter. All of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory.\u003c\/p\u003e\u003cp\u003eThe transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration.\u003c\/p\u003e\u003cp\u003eThis is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck. Once this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package. Our Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM).\u003c\/p\u003e\u003cp\u003eWhen the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start, loss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode,\u003c\/li\u003e\n\u003cli\u003eLoss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making EVERYTHING work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\u003cli\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty.\u003c\/p\u003e\u003cp\u003eWe are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cul\u003e\u003cli\u003eTransfer Case - You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003e\u003cbr box-sizing:=\" border-box=\" color:=\" rgb=\"\u003e In summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you WILL NOT find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527063806236,"sku":"ATS319-103-2356","price":7610.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-103-2356-FSMF.png?v=1722350119"},{"product_id":"ats-3191012356-allison-conversion-install-kit-10-12-ram-6-7l-cummins-as68rc","title":"ATS 319-101-2356 Allison Conversion Install Kit | 2010-2012 RAM 2500\/3500 6.7L Cummins AS68RC","description":"\u003cp\u003eATS Install Kit Allison Conversion, Customer Supplies Transmission, Replaces 4-Wheel Drive Aisin AS68RC 2010-2012 ¬â€ 68RFE 2007.5-2009 68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail\u003c\/p\u003e\u003cp\u003eATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles. Backed by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation. Our exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required.\u003c\/p\u003e\u003cp\u003eThe all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins. ATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge. Dodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission\u003c\/p\u003e\u003cp\u003eDue to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000. These parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eIs your Cummins engine modified?\u003c\/li\u003e\n\u003cli\u003eDo you tow heavy loads for long distances?\u003c\/li\u003e\n\u003cli\u003eDo you have over-sized tires?\u003c\/li\u003e\n\u003cli\u003eDoes your vehicle appear to be under stress with the workload you are putting it under?\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eIf you answered yes to any of these questions you are a prime candidate for the Allison transmission swap. The 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts.\u003c\/p\u003e\u003cp\u003eIf you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice. Although the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change. The torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift.\u003c\/p\u003e\u003cp\u003eUnfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE. They then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine. Similar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion.\u003c\/p\u003e\u003cp\u003eIf you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice. The Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues.\u003c\/p\u003e\u003cp\u003eCurrently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges.\u003c\/p\u003e\u003cp\u003eTap shifting capabilities and tow-haul are all still present as well. For the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission?\u003c\/p\u003e\u003cp\u003eThe Allison 1000 is the best option that is now possible behind the Cummins engine! This does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics. This is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications.\u003c\/p\u003e\u003cp\u003eYes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter. All of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory.\u003c\/p\u003e\u003cp\u003eThe transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration.\u003c\/p\u003e\u003cp\u003eThis is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck. Once this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package. Our Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM).\u003c\/p\u003e\u003cp\u003eWhen the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start, loss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode,\u003c\/li\u003e\n\u003cli\u003eLoss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making EVERYTHING work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\u003cli\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty.\u003c\/p\u003e\u003cp\u003eWe are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cul\u003e\u003cli\u003eTransfer Case - You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003e\u003cbr box-sizing:=\" border-box=\" color:=\" rgb=\"\u003e In summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you WILL NOT find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527064101148,"sku":"ATS319-101-2356","price":7610.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-101-2356-FSMF.png?v=1722350111"},{"product_id":"ats-3191002356-allison-conversion-install-kit-10-12-ram-6-7l-cummins-68rfe-4wd","title":"ATS 319-100-2356 Allison Conversion Install Kit | 2010-2012 RAM 2500\/3500 6.7L Cummins 68RFE 4WD","description":"\u003cp\u003eATS Install Kit Allison Conversion, Customer Supplies Transmission, Replaces 4-Wheel Drive 68RFE 2010-2012 ¬â€ 68RFE TO ALLISON 1000 Conversion Kits For RAM 6.7L CUMMINS Common Rail\u003c\/p\u003e\u003cp\u003eATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles. Backed by our proprietary TRANSLator technology and our exclusive, patent-pending Allison to Cummins Bellhousing, the ATS Diesel Allison Swap offers complete factory functionality from your late model Ram; from push button start to tow\/haul mode, electronic range select and electronic transfer case functionality.\u003c\/p\u003e\u003cp\u003eOur revolutionary new TRANSLator can-bridge module allows the Allison TCM to communicate with the Ram ECM and offers a seamless integration of all factory options on the truck with a nearly plug-and-play installation. Our exclusive, patent-pending Allison to Cummins Bellhousing allows a perfect factory match between the Allison and the Cummins with no additional fabrication required.\u003c\/p\u003e\u003cp\u003eThe all-new ATS Diesel Allison Conversion Kit includes all necessary hardware and software to install an Allison LCT1000 behind your Cummins. ATS Diesel Performance Is Now Offering A Complete Kit So That Our Allison 6 Speed Automatic Transmission Can Be Installed Behind The Cummins 5.9L And 6.7L Engine. For those of you that are not satisfied with the Dodge automatic transmission behind your Cummins engine, the Allison 6 speed swap is an excellent alternative.\u003c\/p\u003e\u003cp\u003eIf you're looking for increased reliability and a transmission that will hold under the power of the Cummins you will find that the Allison LCT1000 built by ATS is superior to the factory transmissions offered by Dodge. Dodge offered three basic transmission designs behind the Cummins equipped light duty 2500\/3500 pickup trucks from 2003 to 2021. While ATS offers rebuilt versions of these three transmissions using heavy duty upgraded parts, they do not offer all of the benefits of a fully built Allison 6 speed automatic. 2003 to 2007 2500\/3500 5.9L came with the 48RE 4 speed automatic transmission 2007 to 2021 2500\/3500 6.7L came with the 68RFE 6 speed automatic transmission or 2007 to 2012 3500 Cab and Chassis came with the Aisin AS68RC automatic transmission 2013 to 2021 3500 came optional with the AS69RC automatic transmission\u003c\/p\u003e\u003cp\u003eDue to the nature of the Dodge 48RE, 68RFE, and AS68RC having very small shafts, gear sets and clutch packs, the factory Dodge transmissions require very extensive modifications and expensive hard parts to compete with a rebuilt ATS Allison 1000. These parts include the hydraulic pump, clutch packs, shafts, and torque converter modifications to strengthen it to reliably handle the massive torque of the Cummins engine.\u003c\/p\u003e\u003cp\u003eThe Allison 6 speed automatic transmission comes from the factory with large shafts, clutch packs and gear sets. This gives the Allison a direct advantage over the 48RE and AS68RC Dodge transmissions. The AS69RC has similar size clutch packs, shafts and gear sets as the Allison, however, it does not have an ideal gear split so the AS69RC always seems a bit clunky and does not handle increased power levels well.\u003c\/p\u003e\u003cp\u003eThe AS69RC transmission also relies on engine derate that happens between all gear shifts, this engine derate makes for a very poor shift quality and massive drivability complaints. When all costs are taken into consideration with regards to what it takes to upgrade all of the small and under designed parts of the Dodge transmission, the upgrade to the Allison conversion could be argued as the most cost effective solution.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eThere are a few questions you should ask yourself when weighing the decision of whether to go with an ATS upgraded Dodge transmission or to replace it with an Allison conversion:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eIs your Cummins engine modified?\u003c\/li\u003e\n\u003cli\u003eDo you tow heavy loads for long distances?\u003c\/li\u003e\n\u003cli\u003eDo you have over-sized tires?\u003c\/li\u003e\n\u003cli\u003eDoes your vehicle appear to be under stress with the workload you are putting it under?\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eIf you answered yes to any of these questions you are a prime candidate for the Allison transmission swap. The 48RE transmission is very old technology that has been passed on for many years. Utilizing bands, hydraulic throttle valves and governor pressure to control shift timing, the 48RE transmission will never be a smooth shifting transmission or have the consistency of the newer designed transmissions.\u003c\/p\u003e\u003cp\u003eThe first three gears of the 48RE are spaced evenly while the 4th gear is a massive jump into overdrive. The big jump into overdrive creates a large RPM drop into 4th gear making it somewhat unpleasant for towing. The lock-up torque converter was added as an afterthought to the already outdated low-line pressure transmission making it difficult to control the application of the converter clutch providing unpleasant TCC shifts.\u003c\/p\u003e\u003cp\u003eIf you're looking to tow a trailer at a higher horsepower, the 48RE transmission may not be the best transmission choice. Although the 48RE can be upgraded to be extremely reliable and handle very high power levels, the shifting of an upgraded 48RE transmission still has the feel of an old school 4 speed automatic of the past. The 68RFE transmission has a fantastic gear split between its 1st through 6th gears providing an almost perfect gear ratio change. The torque converter is a PWM design allowing for precise application of the converter clutch which provides a smooth shift.\u003c\/p\u003e\u003cp\u003eUnfortunately, this is where all praise for the 68RFE ends. The 68RFE transmission was clearly designed to be the least expensive to manufacture. As a result, there are many elements that must be upgraded in this transmission to make it reliable and handle higher power levels. Even the transmission case is cheaply designed and must be reinforced with a large aluminum pan and transmission brace over the top to keep if from cracking in half.\u003c\/p\u003e\u003cp\u003eThe 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic design and adapted it to be used behind their gas engines calling it the 545RFE. They then made a few parts in the 545RFE transmission a little larger again to then be used behind the Cummins which eventually became the 68RFE that we know today. The 68RFE can be rebuilt with upgraded parts making it a great shifting transmission but it is limited because of the small clutch packs, gear sets and shafts that make up the transmission. At the end of the day the 68RFE is just a Gas transmission that was placed behind the massive 6.7L Cummins engine. Similar to the 48RE, the money spent in strengthening the internals of the 68RFE is likely better suited to be invested in the Allison conversion.\u003c\/p\u003e\u003cp\u003eIf you were to spend the money to upgrade the internals of the 68RFE, you would still be left with a transmission that has clutch packs, gear sets and shafts that are nearly half the size of those in the Allison. For those that currently have a 2007 to 2012 Aisin AS68RC, upgrading to the Allison is the only logical choice. The Aisin AS68RC transmission suffers from many of the same shortcomings as the 68RFE but also has its own unique issues.\u003c\/p\u003e\u003cp\u003eCurrently there are limited hard part upgrades for the Aisin AS68RC and there are many areas that need to be addressed, not only for strength but for longevity. Factory replacement parts are 2 to 3 times the cost of conventional parts which drives the cost of rebuilding the AS68RC to a level that is unreasonable.\u003c\/p\u003e\u003cp\u003eFor these reasons, ATS decided to focus our efforts on making the Allison 6 speed conversion affordable for anyone that needs to replace their failed AS68RC. Another one of the benefits of the Allison is it learns your driving style, different drivers, power levels, habits etc, the Allison TCM will adapt to them all providing a smooth shift through all the ranges.\u003c\/p\u003e\u003cp\u003eTap shifting capabilities and tow-haul are all still present as well. For the 6.7L Cummins you can use the factory shifter and for older trucks you can purchase a new shifter, which can be installed in a matter of minutes and still has all factory functionality. Overall the Allison can handle more power, with more functionality and longevity than other transmissions. An Allison swap is a solid choice whether you want it for your daily driver, heavy towing, or want to take your truck down the sled pulling track.\u003c\/p\u003e\u003cp\u003eWhat would be the best all around transmission for a person that tows, wants to use the power of their high horsepower Diesel, is looking for reliability above all and still would like to have the ideal shifting transmission?\u003c\/p\u003e\u003cp\u003eThe Allison 1000 is the best option that is now possible behind the Cummins engine! This does not mean you can take just any Allison 1000 transmission and put it behind the Cummins engine, as great as the Allison transmission is; the stock Allison transmission does have it's limitations and downfalls. The great news is the Allison can easily and affordably be upgraded to handle a very high level of abuse and high horsepower while providing reliability and longevity. In order to properly transplant the Allison transmission into the Dodge Pickup there are many areas that need to be addressed.\u003c\/p\u003e\u003cp\u003eHow the transmission is adapted to the engine, transfer case, cooler line adaptation, manual linkage, fill tube, transmission electronic control system, and driveline modifications are the basics. This is another area where ATS shines, we have taken the time to cast a Factory fit bell housing and extension housing to replace the GM ones found on the Allison. The new ATS castings allow the Allison to transmission to bolt directly up to the Cummins engine with out any engine modifications.\u003c\/p\u003e\u003cp\u003eYes, this means you no longer need a different engine adapter plate, different starter, flex plate and most importantly you no longer have to grind material off of the engine block to make clearance for the starter. All of the factory wiring and fuel line brackets bolt to the original bell housing bolts as it came from the factory.\u003c\/p\u003e\u003cp\u003eThe transfer case bolts up the back of the transmission and it's positioned perfectly allowing the drive lines to line up properly. When converting from a 68RFE transmission to the Allison depending on the year of the truck the engine calibration has to be re-flashed to a AS68RC or AS69RC calibration.\u003c\/p\u003e\u003cp\u003eThis is as easy as using the factory Chrysler scan tool and loading the original factory calibration into the truck. Once this step has been performed you can apply aftermarket tuning to your truck as you have in the past if you are after higher power levels or other engine tuning modifications. The other area where the ATS Allison conversion shines is in our electronics package. Our Translator module bridges the gap between the Transmission Control Module (TCM), Body Control Module (BCM) and the Engine Control Module (ECM).\u003c\/p\u003e\u003cp\u003eWhen the factory Chrysler transmission is removed from the truck the BCM and ECM no longer receive information from the TCM, this causes a huge problem with the operation of the truck.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eA few of these issues are:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eLoss of cruise control, loss of factory remote start, loss of factory rear view camera, speedometer out of calibration, you can not shift to 4x4 Low range,\u003c\/li\u003e\n\u003cli\u003eLoss of Tow Haul mode,\u003c\/li\u003e\n\u003cli\u003eLoss of Tap Shafter,\u003c\/li\u003e\n\u003cli\u003eLoss of PRND 1,2,3,4,5,6 indicator on dash.\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eThe ATS Translator module bridges all of this information making EVERYTHING work as it did from the factory. All functionality works perfectly allowing the truck to drive and operate as it did the day it rolled off the showroom floor!\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eAllison Conversion Package (Specific Parts Vary Depending On Year And Model)\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\u003cli\u003eAllison 6 Speed Transmission with Cast Cummins Bell Housing and Extension Housing Billet Five Star Torque Converter ATS Deep Pans Transmission Oil Pan Translator Transmission Controller with Plug and Play Wiring Harness Transfer Case Adapter Kit Shift Linkage Kit Dipstick Tube Cooler Adapter Lines and Fittings Transmission Mount\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003eAllison Conversion Package Cost - The average cost for an ATS Allison 6 speed Transmission conversion is between $12,000 to $15,000.00 depending on what Year and Model truck you have. All of the ATS trans packages come with a 5-year warranty.\u003c\/p\u003e\u003cp\u003eWe are in the process of releasing our Allison conversion kits to the public so you can provide your own transmission. As we release these year specific kits we will release pricing for the Kit less the transmission. Be aware that the stock Allison transmission is only good for stock power levels of the Duramax, which means when put behind the Cummins it is already pushed beyond its factory power rating so internal upgrades will be necessary.\u003c\/p\u003e\u003cul\u003e\u003cli\u003eTransfer Case - You should not have any additional cost or modifications associated with this part, any parts required are supplied with our kit. Drive Shaft - Some driveshaft work may be required. Worst case is you will need to shorten one, and lengthen one; each truck varies depending on year and model. Installation - Estimated time to do the complete install if done by a professional is about 12 Hours.\u003c\/li\u003e\u003c\/ul\u003e\u003cp\u003e\u003cbr box-sizing:=\" border-box=\" color:=\" rgb=\"\u003e In summary the Allison swap will probably cost you about 20 percent more than upgrading your factory Dodge transmission and your truck will be down for about a week while the drive lines are being modified.\u003c\/p\u003e\u003cp\u003eThe end benefit will be well worth the extra money you spend on the upgrade swap. Reliability, smooth shifting, more power to the wheels, being in the optimal gear all the time, better acceleration, responsiveness, less maintenance cost and overall driving enjoyment are a few of the reasons the ATS Allison 1000 6 speed swap is so popular.\u003c\/p\u003e\u003cp\u003eATS has developed the most compressive and advanced Allison swap on the market, you WILL NOT find another Swap that provides the features that are offered in this kit.\u003c\/p\u003eNote: $500 Shipping surcharge will be added at checkout","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":49527064330524,"sku":"ATS319-100-2356","price":7610.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/319-100-2356-FSMF.png?v=1722350105"},{"product_id":"10-22-dodge-ram-2500-3500-67l-cummins-randys-stage-2-diy-plug-play-68rfe-kit-750hp-max","title":"Randy's Transmission 68RFEPNP Stage 2 DIY Plug \u0026 Play 68RFE Kit 750HP Max | 2010-2024 RAM 2500\/3500 6.7L Cummins","description":"\u003ch3 data-end=\"207\" data-start=\"191\"\u003e\u003cstrong data-end=\"207\" data-start=\"195\"\u003eFeatures:\u003c\/strong\u003e\u003c\/h3\u003e\n\u003cul data-end=\"816\" data-start=\"209\"\u003e\n\u003cli data-end=\"513\" data-start=\"446\"\u003e\n\u003cp data-end=\"513\" data-start=\"448\"\u003eFully tested and assembled transmission pump, ready to install\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"553\" data-start=\"514\"\u003e\n\u003cp data-end=\"553\" data-start=\"516\"\u003eBillet SFI-rated flexplate included\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"627\" data-start=\"554\"\u003e\n\u003cp data-end=\"627\" data-start=\"556\"\u003eBabymaker 1000 or 2000 pre-assembled valve body (based on model year)\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"655\" data-start=\"628\"\u003e\n\u003cp data-end=\"655\" data-start=\"630\"\u003eNew gasket and seal kit\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"675\" data-start=\"656\"\u003e\n\u003cp data-end=\"675\" data-start=\"658\"\u003eNew OEM sensors\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"704\" data-start=\"676\"\u003e\n\u003cp data-end=\"704\" data-start=\"678\"\u003eNew transmission filters\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"766\" data-start=\"705\"\u003e\n\u003cp data-end=\"766\" data-start=\"707\"\u003eRandy’s Transmissions billet triple disc torque converter\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"816\" data-start=\"767\"\u003e\n\u003cp data-end=\"816\" data-start=\"769\"\u003eExtra-capacity deep aluminum transmission pan\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003chr data-end=\"821\" data-start=\"818\"\u003e\n\u003ch3 data-end=\"876\" data-start=\"823\"\u003e\u003cstrong data-end=\"876\" data-start=\"827\"\u003eThe Ultimate Drop-In Transmission Rebuild Kit\u003c\/strong\u003e\u003c\/h3\u003e\n\u003cp data-end=\"1326\" data-start=\"878\"\u003eThe Randy’s Transmission 68RFEPNP Stage 2 DIY Kit is designed for RAM owners who want to rebuild their own transmission without the complexity and guesswork. Supporting up to 750 horsepower, this kit comes pre-assembled and ready to install, no specialty machining, clearancing, or tuning guesswork needed. Just remove your factory internals, clean the case, and swap in the new components. Then send your cores back for a full refund. It’s one of the most complete and user-friendly 68RFE rebuild solutions on the market, ideal for tow rigs, daily drivers, and performance builds alike.\u003c\/p\u003e\n\u003chr data-end=\"1488\" data-start=\"1485\"\u003e\n\u003ch3 data-end=\"1508\" data-start=\"1490\"\u003e\u003cstrong data-end=\"1506\" data-start=\"1494\"\u003eFitment:\u003c\/strong\u003e\u003c\/h3\u003e\n\u003cp data-end=\"1585\" data-start=\"1509\"\u003e2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, 2020, 2021, 2022, 2023, 2024 RAM 2500\/3500 6.7L Cummins (with 68RFE automatic transmission)\u003c\/p\u003e\n\u003chr data-end=\"1590\" data-start=\"1587\"\u003e\n\u003ch3 data-end=\"1626\" data-start=\"1592\"\u003e\u003cstrong data-end=\"1626\" data-start=\"1596\"\u003eNotes:\u003c\/strong\u003e\u003c\/h3\u003e\n\u003cul data-end=\"1817\" data-start=\"1628\"\u003e\n\u003cli data-end=\"1675\" data-start=\"1628\"\u003e\n\u003cp data-end=\"1675\" data-start=\"1630\"\u003e$500 shipping surcharge applies at checkout\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"1733\" data-start=\"1676\"\u003e\n\u003cp data-end=\"1733\" data-start=\"1678\"\u003eCore refund available upon return of stock components\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"1817\" data-start=\"1734\"\u003e\n\u003cp data-end=\"1817\" data-start=\"1736\"\u003eTransmission tuning is strongly recommended to maximize longevity and performance\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Randy's Transmissions","offers":[{"title":"Default Title","offer_id":49527213654300,"sku":"RTS68RFEPNP","price":6450.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/68RFEPNP.jpg?v=1722344914"},{"product_id":"bd-diesel-1064222-roadmaster-68rfe-transmission-07-5-18-ram-6-7l-cummins-2wd","title":"BD Diesel 1064222 RoadMaster 68RFE Transmission | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 2WD","description":"\u003cp\u003e\u003cspan style=\"font-weight: bold;\"\u003eFeatures:\u003c\/span\u003e\u003c\/p\u003e\n\u003cdiv\u003e\n\u003cdiv\u003e\n\u003cul\u003e\n\u003cli\u003eBD protect68 valve body\u003c\/li\u003e\n\u003cli\u003eBD pressure enhancer for up to 220psi line pressure\u003c\/li\u003e\n\u003cli\u003eBD deep sump oil pan\u003c\/li\u003e\n\u003cli\u003eStock transmission clutch counts\u003c\/li\u003e\n\u003cli\u003eBillet spring retainer, 4c\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cstrong\u003eRoadMaster 68RFE Transmission\u003c\/strong\u003e\u003c\/div\u003e\n\u003cdiv\u003eStock 68RFE transmission, featuring protect68 kit already installed! Upgraded valve body with BD gasketed separator plate solves common cross leak issues that lead to clutch failure. Complementing the upgraded valve body, a 220psi line pressure module increases transmission reliability and torque holding, while the deep sump aluminum pan increases fluid capacity and cooling. Perfect transmission for stock or mildly tuned trucks with stock or stock-plus injectors!\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\u003cdiv\u003e\n\u003cstrong\u003eFitment:\u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins 2WD\u003c\/div\u003e\n\u003cdiv\u003e\n\u003cdiv style=\"box-sizing: border-box; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto; display: flex !important; -webkit-box-align: center !important; align-items: center !important; margin-top: 1rem !important; margin-bottom: 1rem !important;\" class=\"title-hr\"\u003e\n\u003ch5 style=\"box-sizing: border-box; margin: 0px !important; font-family: Oswald; font-weight: 500; line-height: 1.2; font-size: 1.0625rem; user-select: auto;\"\u003eINSTALL TIME\u003c\/h5\u003e\n\u003chr style=\"box-sizing: content-box; height: 0px; overflow: visible; border-right: 0px; border-bottom: 0px; border-left: 0px; border-image: initial; border-top-style: solid; border-top-color: rgba(0, 0, 0, 0.1); user-select: auto; margin-top: 0px !important; margin-bottom: 0px !important; -webkit-box-flex: 1 !important; flex-grow: 1 !important; margin-left: 1rem !important;\"\u003e\n\u003c\/div\u003e\n\u003cul style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\" class=\"list-unstyled\"\u003e\n\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003e9 Hours\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv style=\"box-sizing: border-box; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto; display: flex !important; -webkit-box-align: center !important; align-items: center !important; margin-top: 1rem !important; margin-bottom: 1rem !important;\" class=\"title-hr\"\u003e\n\u003ch5 style=\"box-sizing: border-box; margin: 0px !important; font-family: Oswald; font-weight: 500; line-height: 1.2; font-size: 1.0625rem; user-select: auto;\"\u003eWARRANTY\u003c\/h5\u003e\n\u003chr style=\"box-sizing: content-box; height: 0px; overflow: visible; border-right: 0px; border-bottom: 0px; border-left: 0px; border-image: initial; border-top-style: solid; border-top-color: rgba(0, 0, 0, 0.1); user-select: auto; margin-top: 0px !important; margin-bottom: 0px !important; -webkit-box-flex: 1 !important; flex-grow: 1 !important; margin-left: 1rem !important;\"\u003e\n\u003c\/div\u003e\n\u003cspan style=\"box-sizing: border-box; font-weight: bolder; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003eParts\u003c\/span\u003e\n\u003cul style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\" class=\"list-unstyled\"\u003e\n\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003e24-Months\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cspan style=\"box-sizing: border-box; font-weight: bolder; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003eLabour\u003c\/span\u003e\n\u003cul style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\" class=\"list-unstyled\"\u003e\n\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003e12-Months\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv style=\"box-sizing: border-box; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto; display: flex !important; -webkit-box-align: center !important; align-items: center !important; margin-top: 1rem !important; margin-bottom: 1rem !important;\" class=\"title-hr\"\u003e\n\u003ch5 style=\"box-sizing: border-box; margin: 0px !important; font-family: Oswald; font-weight: 500; line-height: 1.2; font-size: 1.0625rem; user-select: auto;\"\u003eEMISSIONS\u003c\/h5\u003e\n\u003chr style=\"box-sizing: content-box; height: 0px; overflow: visible; border-right: 0px; border-bottom: 0px; border-left: 0px; border-image: initial; border-top-style: solid; border-top-color: rgba(0, 0, 0, 0.1); user-select: auto; margin-top: 0px !important; margin-bottom: 0px !important; -webkit-box-flex: 1 !important; flex-grow: 1 !important; margin-left: 1rem !important;\"\u003e\n\u003c\/div\u003e\n\u003cul style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\" class=\"list-unstyled\"\u003e\n\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003eThis product does not require an EO in California. By nature of its design, it is legal for sale and use in all 50 states. Replacement parts included. (EMS:4)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/div\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49527276929308,"sku":"BDD1064222","price":4655.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/1064222_1.jpg?v=1722351561"},{"product_id":"bd-diesel-1064224ss-roadmaster-68rfe-transmission-converter-package-07-5-18-ram-6-7l-cummins-4wd","title":"BD Diesel 1064224SS RoadMaster 68RFE Transmission \u0026 Converter Package | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD","description":"\u003ch3 data-end=\"291\" data-start=\"275\"\u003e\u003cstrong data-end=\"291\" data-start=\"279\"\u003eFeatures:\u003c\/strong\u003e\u003c\/h3\u003e\n\u003cul data-end=\"736\" data-start=\"292\"\u003e\n\u003cli data-end=\"362\" data-start=\"292\"\u003e\n\u003cp data-end=\"362\" data-start=\"294\"\u003eComplete 68RFE transmission with BD Protect68 upgrades pre-installed\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"431\" data-start=\"363\"\u003e\n\u003cp data-end=\"431\" data-start=\"365\"\u003eBD ProForce torque converter with billet cover and enhanced stator\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"496\" data-start=\"432\"\u003e\n\u003cp data-end=\"496\" data-start=\"434\"\u003eUpgraded BD Protect68 valve body with gasketed separator plate\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"554\" data-start=\"497\"\u003e\n\u003cp data-end=\"554\" data-start=\"499\"\u003eBD pressure enhancer boosts line pressure up to 220 PSI\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"629\" data-start=\"555\"\u003e\n\u003cp data-end=\"629\" data-start=\"557\"\u003eDeep sump aluminum transmission pan increases fluid capacity and cooling\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"682\" data-start=\"630\"\u003e\n\u003cp data-end=\"682\" data-start=\"632\"\u003eBillet spring retainer for added clutch durability\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"736\" data-start=\"683\"\u003e\n\u003cp data-end=\"736\" data-start=\"685\"\u003eIdeal for stock to mildly tuned 6.7L Cummins trucks\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp data-end=\"1096\" data-start=\"743\"\u003e\u003cstrong\u003e68RFE Transmission \u0026amp; Converter Package\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp data-end=\"1096\" data-start=\"743\"\u003eUpgrade your transmission with confidence using the \u003cstrong data-end=\"862\" data-start=\"795\"\u003eBD Diesel 1064224SS RoadMaster Transmission \u0026amp; Converter Package\u003c\/strong\u003e, engineered for \u003cstrong data-end=\"931\" data-start=\"879\"\u003e2007.5–2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD\u003c\/strong\u003e trucks. This complete transmission solution is built for \u003cstrong data-end=\"1030\" data-start=\"989\"\u003estock or mildly modified applications\u003c\/strong\u003e and addresses all the common failure points of the factory 68RFE. At the heart of this package is BD’s \u003cstrong data-end=\"1152\" data-start=\"1135\"\u003eProtect68 kit\u003c\/strong\u003e, which includes an \u003cstrong data-end=\"1195\" data-start=\"1172\"\u003eupgraded valve body\u003c\/strong\u003e with a gasketed separator plate that eliminates cross-leak issues, a key culprit in clutch failure. The included \u003cstrong data-end=\"1332\" data-start=\"1308\"\u003eBD pressure enhancer\u003c\/strong\u003e boosts line pressure up to 220 PSI, significantly improving torque holding capacity and overall transmission reliability.\u003c\/p\u003e\n\u003cp data-end=\"1717\" data-start=\"1456\"\u003eFor added thermal efficiency and durability, the system includes a \u003cstrong data-end=\"1562\" data-start=\"1523\"\u003edeep sump aluminum transmission pan\u003c\/strong\u003e, which increases fluid capacity and promotes cooler operating temperatures. A \u003cstrong data-end=\"1667\" data-start=\"1641\"\u003ebillet spring retainer\u003c\/strong\u003e enhances clutch retention, especially under load. Complementing the transmission is the \u003cstrong data-end=\"1789\" data-start=\"1757\"\u003eBD ProForce Torque Converter\u003c\/strong\u003e, featuring a \u003cstrong data-end=\"1826\" data-start=\"1803\"\u003eforged billet cover\u003c\/strong\u003e and an \u003cstrong data-end=\"1853\" data-start=\"1834\"\u003eupgraded stator\u003c\/strong\u003e for improved low-RPM response and durability. Whether you’re towing, commuting, or running a mild performance tune, this package is the perfect match for \u003cstrong data-end=\"2047\" data-start=\"2008\"\u003estock or stock-plus injector setups\u003c\/strong\u003e.\u003c\/p\u003e\n\u003cp data-end=\"2183\" data-start=\"2055\"\u003e\u003cstrong data-end=\"2067\" data-start=\"2055\"\u003eFitment:\u003c\/strong\u003e\u003cbr data-end=\"2070\" data-start=\"2067\"\u003e2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD\u003c\/p\u003e\n\u003cp data-end=\"2200\" data-start=\"2185\"\u003e\u003cstrong data-end=\"2198\" data-start=\"2185\"\u003eWarranty:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul data-end=\"2250\" data-start=\"2201\"\u003e\n\u003cli data-end=\"2225\" data-start=\"2201\"\u003e\n\u003cp data-end=\"2225\" data-start=\"2203\"\u003e\u003cstrong data-end=\"2213\" data-start=\"2203\"\u003eParts:\u003c\/strong\u003e 24-Months\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"2250\" data-start=\"2226\"\u003e\n\u003cp data-end=\"2250\" data-start=\"2228\"\u003e\u003cstrong data-end=\"2238\" data-start=\"2228\"\u003eLabor:\u003c\/strong\u003e 12-Months\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp data-end=\"2297\" data-start=\"2252\"\u003e\u003cstrong data-end=\"2269\" data-start=\"2252\"\u003eInstall Time:\u003c\/strong\u003e\u003cbr data-end=\"2272\" data-start=\"2269\"\u003eApproximately \u003cstrong data-end=\"2297\" data-start=\"2286\"\u003e9 hours\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp data-end=\"2319\" data-start=\"2299\"\u003e\u003cstrong data-end=\"2317\" data-start=\"2299\"\u003eFitment Notes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul data-end=\"2505\" data-start=\"2320\"\u003e\n\u003cli data-end=\"2352\" data-start=\"2320\"\u003e\n\u003cp data-end=\"2352\" data-start=\"2322\"\u003eDesigned for 4WD models only\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"2428\" data-start=\"2353\"\u003e\n\u003cp data-end=\"2428\" data-start=\"2355\"\u003eIntended for use with stock or mildly tuned engines and stock injectors\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-end=\"2505\" data-start=\"2429\"\u003e\n\u003cp data-end=\"2505\" data-start=\"2431\"\u003eIncludes BD Protect68 components pre-installed for simplified installation\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp data-end=\"2608\" data-start=\"2507\"\u003e\u003cstrong data-end=\"2527\" data-start=\"2507\"\u003eShipping Notice:\u003c\/strong\u003e\u003cbr data-end=\"2530\" data-start=\"2527\"\u003eA \u003cstrong data-end=\"2570\" data-start=\"2532\"\u003e$500.00 round-trip shipping charge\u003c\/strong\u003e applies to this transmission package.\u003c\/p\u003e\n\u003cp data-end=\"2862\" data-start=\"2610\"\u003e\u003cstrong data-end=\"2629\" data-start=\"2610\"\u003eEmissions Note:\u003c\/strong\u003e\u003cbr data-end=\"2632\" data-start=\"2629\"\u003eThis product \u003cstrong data-end=\"2678\" data-start=\"2645\"\u003edoes not require an EO number\u003c\/strong\u003e for use in California and is \u003cstrong data-end=\"2751\" data-start=\"2708\"\u003elegal for sale and use in all 50 states\u003c\/strong\u003e. By design, it is emissions-safe and includes replacement parts that comply with nationwide standards (EMS:4).\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49527277027612,"sku":"BDD1064224SS","price":5735.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/1064224SS_1_ae7cfad5-5cdd-4af2-90d6-fb0a789feb2a.jpg?v=1722351563"},{"product_id":"bd-diesel-1064222ss-roadmaster-68rfe-transmission-converter-package-07-5-18-ram-6-7l-cummins-2wd","title":"BD Diesel 1064222SS RoadMaster 68RFE Transmission \u0026 Converter Package | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 2WD","description":"\u003ch3 data-start=\"241\" data-end=\"257\"\u003eFeatures:\u003c\/h3\u003e\n\u003cul data-start=\"258\" data-end=\"718\"\u003e\n\u003cli data-start=\"258\" data-end=\"328\"\u003e\n\u003cp data-start=\"260\" data-end=\"328\"\u003eComplete 68RFE transmission with BD Protect68 upgrades pre-installed\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"329\" data-end=\"393\"\u003e\n\u003cp data-start=\"331\" data-end=\"393\"\u003eUpgraded BD Protect68 valve body with gasketed separator plate\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"394\" data-end=\"454\"\u003e\n\u003cp data-start=\"396\" data-end=\"454\"\u003eBD pressure enhancer increases line pressure up to 220 PSI\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"455\" data-end=\"520\"\u003e\n\u003cp data-start=\"457\" data-end=\"520\"\u003eBD deep sump aluminum oil pan boosts fluid capacity and cooling\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"521\" data-end=\"588\"\u003e\n\u003cp data-start=\"523\" data-end=\"588\"\u003eStock transmission clutch counts with billet spring retainer (4C)\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"589\" data-end=\"664\"\u003e\n\u003cp data-start=\"591\" data-end=\"664\"\u003eBD ProForce billet torque converter with forged cover and enhanced stator\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"665\" data-end=\"718\"\u003e\n\u003cp data-start=\"667\" data-end=\"718\"\u003eIdeal for stock or mildly tuned 6.7L Cummins trucks\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp data-start=\"725\" data-end=\"1027\"\u003e\u003cstrong\u003e68RFE Transmission \u0026amp; Converter Package\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp data-start=\"725\" data-end=\"1027\"\u003eDeliver enhanced reliability and performance to your 2WD Cummins truck with the \u003cstrong data-start=\"805\" data-end=\"878\"\u003eBD Diesel 1064222SS RoadMaster 68RFE Transmission \u0026amp; Converter Package\u003c\/strong\u003e. This professionally upgraded transmission is purpose-built for \u003cstrong data-start=\"943\" data-end=\"983\"\u003e2007.5–2018 RAM 2500\/3500 2WD models\u003c\/strong\u003e running stock or modest performance setups. The included \u003cstrong data-start=\"1042\" data-end=\"1066\"\u003eProtect68 valve body\u003c\/strong\u003e comes pre-installed and features a \u003cstrong data-start=\"1102\" data-end=\"1130\"\u003egasketed separator plate\u003c\/strong\u003e, resolving one of the most common failure points in factory 68RFE transmissions, cross-leaks that lead to clutch burnout. The integrated \u003cstrong data-start=\"1267\" data-end=\"1291\"\u003eBD pressure enhancer\u003c\/strong\u003e increases line pressure up to \u003cstrong data-start=\"1322\" data-end=\"1333\"\u003e220 PSI\u003c\/strong\u003e, significantly improving torque handling and transmission longevity.\u003c\/p\u003e\n\u003cp data-start=\"1404\" data-end=\"1706\"\u003eTo manage increased heat from higher performance or heavy towing, this package also includes a \u003cstrong data-start=\"1499\" data-end=\"1528\"\u003eBD deep sump aluminum pan\u003c\/strong\u003e, which expands fluid capacity and supports better cooling. Internal durability is further enhanced with a \u003cstrong data-start=\"1635\" data-end=\"1664\"\u003ebillet 4C spring retainer\u003c\/strong\u003e, maintaining clutch stability under load. Every package is completed with BD’s \u003cstrong data-start=\"1745\" data-end=\"1774\"\u003eProForce torque converter\u003c\/strong\u003e, featuring a \u003cstrong data-start=\"1788\" data-end=\"1811\"\u003eforged billet cover\u003c\/strong\u003e and an upgraded stator that improves low-RPM efficiency and durability, ideal for stock or stock-plus injectors.\u003c\/p\u003e\n\u003cp data-start=\"1930\" data-end=\"2058\"\u003e\u003cstrong data-start=\"1930\" data-end=\"1942\"\u003eFitment:\u003c\/strong\u003e\u003cbr data-start=\"1942\" data-end=\"1945\"\u003e2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins 2WD\u003c\/p\u003e\n\u003cp data-start=\"2060\" data-end=\"2075\"\u003e\u003cstrong data-start=\"2060\" data-end=\"2073\"\u003eWarranty:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul data-start=\"2076\" data-end=\"2125\"\u003e\n\u003cli data-start=\"2076\" data-end=\"2100\"\u003e\n\u003cp data-start=\"2078\" data-end=\"2100\"\u003e\u003cstrong data-start=\"2078\" data-end=\"2088\"\u003eParts:\u003c\/strong\u003e 24-Months\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"2101\" data-end=\"2125\"\u003e\n\u003cp data-start=\"2103\" data-end=\"2125\"\u003e\u003cstrong data-start=\"2103\" data-end=\"2113\"\u003eLabor:\u003c\/strong\u003e 12-Months\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp data-start=\"2127\" data-end=\"2172\"\u003e\u003cstrong data-start=\"2127\" data-end=\"2144\"\u003eInstall Time:\u003c\/strong\u003e\u003cbr data-start=\"2144\" data-end=\"2147\"\u003eApproximately \u003cstrong data-start=\"2161\" data-end=\"2172\"\u003e9 Hours\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp data-start=\"2174\" data-end=\"2194\"\u003e\u003cstrong data-start=\"2174\" data-end=\"2192\"\u003eFitment Notes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul data-start=\"2195\" data-end=\"2344\"\u003e\n\u003cli data-start=\"2195\" data-end=\"2214\"\u003e\n\u003cp data-start=\"2197\" data-end=\"2214\"\u003e2WD models only\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"2215\" data-end=\"2281\"\u003e\n\u003cp data-start=\"2217\" data-end=\"2281\"\u003eRecommended for trucks with stock or mildly upgraded injectors\u003c\/p\u003e\n\u003c\/li\u003e\n\u003cli data-start=\"2282\" data-end=\"2344\"\u003e\n\u003cp data-start=\"2284\" data-end=\"2344\"\u003eIdeal for towing, daily driving, or light performance tuning\u003c\/p\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp data-start=\"2346\" data-end=\"2503\"\u003e\u003cstrong data-start=\"2346\" data-end=\"2367\"\u003eEmissions Notice:\u003c\/strong\u003e\u003cbr data-start=\"2367\" data-end=\"2370\"\u003eThis product \u003cstrong data-start=\"2383\" data-end=\"2416\"\u003edoes not require an EO number\u003c\/strong\u003e in California and is \u003cstrong data-start=\"2438\" data-end=\"2464\"\u003elegal in all 50 states\u003c\/strong\u003e. Replacement parts included. \u003cem data-start=\"2494\" data-end=\"2503\"\u003e(EMS:4)\u003c\/em\u003e\u003c\/p\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49527277125916,"sku":"BDD1064222SS","price":5735.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/1064224SS_1.jpg?v=1722351563"},{"product_id":"bd-diesel-1064224-roadmaster-68rfe-transmission-07-5-18-ram-6-7l-cummins-4wd","title":"BD Diesel 1064224 RoadMaster 68RFE Transmission | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins 4WD","description":"\u003cspan style=\"font-weight: bold;\"\u003eFeatures:\u003c\/span\u003e\u003cdiv\u003e\u003cdiv\u003e\n\u003cul\u003e\n\u003cli\u003eBD protect68 valve body\u003c\/li\u003e\n\u003cli\u003eBD pressure enhancer for up to 220psi line pressure\u003c\/li\u003e\n\u003cli\u003eBD deep sump oil pan\u003c\/li\u003e\n\u003cli\u003eStock transmission clutch counts\u003c\/li\u003e\n\u003cli\u003eBillet spring retainer, 4c\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003eStock 68RFE transmission, featuring protect68 kit already installed! Upgraded valve body with BD gasketed separator plate solves common cross leak issues that lead to clutch failure. Complementing the upgraded valve body, a 220psi line pressure module increases transmission reliability and torque holding, while the deep sump aluminum pan increases fluid capacity and cooling. Perfect transmission for stock or mildly tuned trucks with stock or stock-plus injectors!\u003c\/div\u003e\n\u003c\/div\u003e\u003c\/div\u003e\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\u003cdiv\u003e\n\u003cdiv class=\"title-hr\" style=\"box-sizing: border-box; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto; display: flex !important; -webkit-box-align: center !important; align-items: center !important; margin-top: 1rem !important; margin-bottom: 1rem !important;\"\u003e\n\u003ch5 style=\"box-sizing: border-box; margin: 0px !important; font-family: Oswald; font-weight: 500; line-height: 1.2; font-size: 1.0625rem; user-select: auto;\"\u003eINSTALL TIME\u003c\/h5\u003e\n\u003chr style=\"box-sizing: content-box; height: 0px; overflow: visible; border-right: 0px; border-bottom: 0px; border-left: 0px; border-image: initial; border-top-style: solid; border-top-color: rgba(0, 0, 0, 0.1); user-select: auto; margin-top: 0px !important; margin-bottom: 0px !important; -webkit-box-flex: 1 !important; flex-grow: 1 !important; margin-left: 1rem !important;\"\u003e\n\u003c\/div\u003e\n\u003cul class=\"list-unstyled\" style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003e\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003e9 Hours\u003c\/li\u003e\u003c\/ul\u003e\n\u003cdiv class=\"title-hr\" style=\"box-sizing: border-box; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto; display: flex !important; -webkit-box-align: center !important; align-items: center !important; margin-top: 1rem !important; margin-bottom: 1rem !important;\"\u003e\n\u003ch5 style=\"box-sizing: border-box; margin: 0px !important; font-family: Oswald; font-weight: 500; line-height: 1.2; font-size: 1.0625rem; user-select: auto;\"\u003eWARRANTY\u003c\/h5\u003e\n\u003chr style=\"box-sizing: content-box; height: 0px; overflow: visible; border-right: 0px; border-bottom: 0px; border-left: 0px; border-image: initial; border-top-style: solid; border-top-color: rgba(0, 0, 0, 0.1); user-select: auto; margin-top: 0px !important; margin-bottom: 0px !important; -webkit-box-flex: 1 !important; flex-grow: 1 !important; margin-left: 1rem !important;\"\u003e\n\u003c\/div\u003e\n\u003cspan style=\"box-sizing: border-box; font-weight: bolder; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003eParts\u003c\/span\u003e\u003cul class=\"list-unstyled\" style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003e\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003e24-Months\u003c\/li\u003e\u003c\/ul\u003e\n\u003cspan style=\"box-sizing: border-box; font-weight: bolder; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003eLabour\u003c\/span\u003e\u003cul class=\"list-unstyled\" style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003e\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003e12-Months\u003c\/li\u003e\u003c\/ul\u003e\n\u003cdiv class=\"title-hr\" style=\"box-sizing: border-box; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto; display: flex !important; -webkit-box-align: center !important; align-items: center !important; margin-top: 1rem !important; margin-bottom: 1rem !important;\"\u003e\n\u003ch5 style=\"box-sizing: border-box; margin: 0px !important; font-family: Oswald; font-weight: 500; line-height: 1.2; font-size: 1.0625rem; user-select: auto;\"\u003eEMISSIONS\u003c\/h5\u003e\n\u003chr style=\"box-sizing: content-box; height: 0px; overflow: visible; border-right: 0px; border-bottom: 0px; border-left: 0px; border-image: initial; border-top-style: solid; border-top-color: rgba(0, 0, 0, 0.1); user-select: auto; margin-top: 0px !important; margin-bottom: 0px !important; -webkit-box-flex: 1 !important; flex-grow: 1 !important; margin-left: 1rem !important;\"\u003e\n\u003c\/div\u003e\n\u003cul class=\"list-unstyled\" style=\"box-sizing: border-box; margin: 0px; padding: 0px 0px 0px 1.5em; list-style-position: outside; list-style-image: initial; font-family: Roboto; font-size: 13.6px; background-color: rgb(255, 255, 255); user-select: auto;\"\u003e\u003cli style=\"box-sizing: border-box; line-height: 20px; list-style: inherit; user-select: auto;\"\u003eThis product does not require an EO in California. By nature of its design, it is legal for sale and use in all 50 states. Replacement parts included. (EMS:4)\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/div\u003e","brand":"BD Diesel","offers":[{"title":"Default Title","offer_id":49527278371100,"sku":"BDD1064224","price":4655.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/1064222_1_cc5393fe-2fed-4137-b745-db5cfa4d57a5.jpg?v=1722351564"},{"product_id":"sc-4r100sc-5-07-5-18-cummins-suncoast-68rfe-cat-4-rebuild-kit","title":"SunCoast SC-68-4-LC Cat 4 Rebuild Kit | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures: \u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e24% improvement in hydraulic clamping force over factory drum\u003c\/li\u003e\n\u003cli\u003eIncreased friction elements in overdrive\u003c\/li\u003e\n\u003cli\u003eQuad-ring design of inner drum o'ring maintains compression during high RPM's\u003c\/li\u003e\n\u003cli\u003eConsistent factory like CVI's\u003c\/li\u003e\n\u003cli\u003eNew lip seal style for outer sealing surface for outer seal with increased diameter\u003c\/li\u003e\n\u003cli\u003eWall thickness increased to improved drum rigidity\u003c\/li\u003e\n\u003cli\u003eNo Centrifugal apply springs\u003c\/li\u003e\n\u003cli\u003eIncreased wall thickness to reduce lateral movement in overdrive apply plate\u003c\/li\u003e\n\u003cli\u003eCompletely assembled drop-in replacement\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eUpgrade Your Rig's Components For Enhanced Performance\u003c\/h4\u003e\n\u003cp\u003eThis new 68RFE overdrive billet drum boasts a whopping 24% clamping force over the factory drum, improving apply time and reducing slip engagement dramatically. This new V2 drum also incorporates a newly 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 increased in this new drum to improve drum rigidity and reduce 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 factory set up. Whether its heavy towing or street use, this SunCoast V2 Drum is the right drum for you.\u003c\/p\u003e\n\u003ch4\u003eMade With High-Quality Components For A Boost In Power\u003c\/h4\u003e\n\u003cp\u003eThe factory molded piston is prone to uneven apply, which leads to excessive heat in the clutches and steels and creates premature failure. In this 68RFE transmission rebuild kit, we replace the factory piston with a much-improved billet piece that also allows for one additional clutch, further increasing surface apply area. This new billet apply pistons corrects these issues and adds matched performance. The factory 68RFE has had many issues with pressure relief check valve system on the transmission pan filters. Initially Chrysler had issues with the plastic filter splitting in half. This was later remedied by adding a pressure relief valve on top of the filter. This later showed to be an issue as the valve would release itself from the filter altogether. This new bottom feeder filter kit allows the usage of a torqueflite filter to not only prevent pump cavitation but allow higher volume of fluid to be passed through the system. This will also improve fluid flow in high line pressure situations.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment: \u003c\/strong\u003e2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eKit Includes: \u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNew M3GA Jr V2 Drum Assembly\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Washer Kit\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Complete Gasket and Sealing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Spin-on Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Pan Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003eUpgraded 2C Clutch Set\u003c\/li\u003e\n\u003cli\u003e68RFE Billet 2C Piston\u003c\/li\u003e\n\u003cli\u003e68RFE Accumulator Plate\u003c\/li\u003e\n\u003cli\u003e4C Snap Ring Retainer\u003c\/li\u003e\n\u003cli\u003eTransgo 200 PSI Valve Body Kit (2007-2018 ONLY)\u003c\/li\u003e\n\u003cli\u003eAccumulator Piston Kit\u003c\/li\u003e\n\u003cli\u003eZero Cavitation Filter Kit w\/ MAG Pan\u003c\/li\u003e\n\u003cli\u003e68RFE Low-Reverse Sprag\u003c\/li\u003e\n\u003cli\u003eSolenoid Pack\u003c\/li\u003e\n\u003cli\u003eBillet Valve Body Plate\u003c\/li\u003e\n\u003cli\u003eBillet Input Shaft\u003c\/li\u003e\n\u003cli\u003eBillet Flexplate\u003c\/li\u003e\n\u003cli\u003eInput Clutch Hub\u003c\/li\u003e\n\u003cli\u003eHD Overdrive Clutch Hub\u003c\/li\u003e\n\u003cli\u003e68RFE Billet 4C Reaction Ring Gear Thrust Washer\u003c\/li\u003e\n\u003cli\u003ePatent-pending triple valve body separator plate\u003c\/li\u003e\n\u003cli\u003eValve body gaskets\u003c\/li\u003e\n\u003cli\u003ePR valve spring\u003c\/li\u003e\n\u003cli\u003eNew drop-in torque converter limit valve system\u003c\/li\u003e\n\u003cli\u003eDrill jig, drill bit and deburring tool\u003c\/li\u003e\n\u003cli\u003eHeavy duty accumulator plate\/cover\u003c\/li\u003e\n\u003cli\u003eRecalibrated OD accumulator springs and shim\u003c\/li\u003e\n\u003cli\u003eReplacement self-cleaning low\/reverse switch valve as well as the end plug\u003c\/li\u003e\n\u003cli\u003eTransGo engineered accumulator seals\u003c\/li\u003e\n\u003cli\u003eTCC recalibration accumulator springs and retainer\u003c\/li\u003e\n\u003cli\u003eHeavy duty snap ring for input drum\u003c\/li\u003e\n\u003cli\u003eOptional TCC control valve for use with triple-disc converter\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"SunCoast Performance","offers":[{"title":"Default Title","offer_id":49527393812764,"sku":"SUNSC-68-4-LC","price":8434.15,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/F198648823.jpg?v=1762283998"},{"product_id":"sc-68-3-07-18-dodge-67l-cummins-suncoast-68re-cat-3-rebuild-kit-w-converter","title":"SunCoast SC-68-3 68RE CAT 3 Rebuild Kit with Converter | 2007-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eIncludes triple disc billet torque converter\u003c\/li\u003e\n\u003cli\u003eUpgraded billet 300M input shaft\u003c\/li\u003e\n\u003cli\u003eV2 billet drum boosts clamping force 24%\u003c\/li\u003e\n\u003cli\u003eBillet flexplate meets SFI 29.3 standards\u003c\/li\u003e\n\u003cli\u003eZero cavitation filter kit improves fluid flow\u003c\/li\u003e\n\u003cli\u003eTransGo valve body kit raises line pressure\u003c\/li\u003e\n\u003cli\u003eAccumulator piston kit prevents bore wear\u003c\/li\u003e\n\u003cli\u003eBillet valve body plate prevents flex and leaks\u003c\/li\u003e\n\u003cli\u003eDeep Mag-Hytec pan adds 4 quarts capacity\u003c\/li\u003e\n\u003cli\u003eImproved 2C billet piston adds clutch capacity\u003c\/li\u003e\n\u003cli\u003eBuilt for towing, street, and performance use\u003c\/li\u003e\n\u003cli\u003eComplete rebuild kit with OE and upgraded parts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eBuild Your Transmission With Confidence Not Compromise\u003c\/h4\u003e\n\u003cp\u003eIf you're looking to rebuild your 68RFE transmission the right way, the SunCoast SC-68-3 CAT 3 Rebuild Kit delivers serious peace of mind. This isn’t just a collection of basic replacement parts, it’s a hand-picked blend of upgrades built to survive everything from daily driving to aggressive towing and high-performance use. Whether you’re hauling heavy loads, tuned for extra horsepower, or just want reliability that lasts, this kit brings proven components right out of SunCoast’s own transmission builds. It includes the legendary V2 billet drum, billet input shaft, billet flexplate, and a triple-disc billet torque converter to keep power moving without hesitation. The deep Mag-Hytec pan not only boosts fluid capacity but also enhances cooling for longevity under stress. If you’ve experienced 68RFE failures in the past, this kit addresses the weak points head-on so you can focus on the drive ahead. It’s the kind of setup that gives you the confidence to push your truck harder without second guessing what’s happening under the floorboards.\u003c\/p\u003e\n\u003ch4\u003eProven Upgrades That Reinforce Every Gear Shift\u003c\/h4\u003e\n\u003cp\u003eThe SC-68-3 CAT 3 Rebuild Kit is packed with carefully engineered components designed to tackle the most common failures in the 68RFE. At the heart of this kit is the V2 billet drum, which delivers a 24% increase in clamping force over stock, thanks to thicker walls and advanced sealing designs that resist warping at high RPMs. Supporting that is a billet 2C piston for improved clutch surface area and engagement, as well as upgraded sprags, snap rings, and friction materials that all play a role in torque handling and shift consistency. The TransGo valve body kit raises line pressure by 30%, all without needing custom tuning, delivering stronger clutch holds across throttle ranges while maintaining OE shift smoothness. The billet valve body plate addresses hydraulic leaks and flexing issues found in the stock casting, improving long-term reliability. This kit also includes a zero cavitation filter setup to maximize fluid delivery, especially under high pressure. When combined, these elements create a transmission that responds faster, runs cooler, and holds up longer, no matter how you use your truck.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e Fitment: \u003c\/strong\u003e 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNotes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eCategory 3 kit includes higher-end upgrades.\u003c\/li\u003e\n\u003cli\u003eFits 2007-2018 6.7L Cummins with 68RFE.\u003c\/li\u003e\n\u003cli\u003eIncludes billet input shaft, flexplate, and converter.\u003c\/li\u003e\n\u003cli\u003eGreat for towing, performance, or daily driving.\u003c\/li\u003e\n\u003cli\u003eBillet drum gives 24% more clamping force.\u003c\/li\u003e\n\u003cli\u003eTriple-disc converter ensures solid power transfer.\u003c\/li\u003e\n\u003cli\u003eZero cavitation filter solves factory pump issues.\u003c\/li\u003e\n\u003cli\u003eDeep pan adds fluid capacity and improves cooling.\u003c\/li\u003e\n\u003cli\u003eTransGo kit adds 30% more line pressure.\u003c\/li\u003e\n\u003cli\u003eBillet valve body plate stops warping and leaks.\u003c\/li\u003e\n\u003cli\u003eReplaces weak factory pistons and filters.\u003c\/li\u003e\n\u003cli\u003eBest installed by experienced transmission builders.\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"SunCoast Performance","offers":[{"title":"Default Title","offer_id":49527394763036,"sku":"SUNSC-68-3","price":7755.15,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/F198660794.jpg?v=1762214582"},{"product_id":"sc-68-4-07-5-18-cummins-suncoast-68rfe-cat-4-rebuild-kit-w-torque-converter","title":"SunCoast SC-68-4 68RFE Cat 4 Rebuild Kit with Torque Converter | 2007.5-2018 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures: \u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e24% improvement in hydraulic clamping force over factory drum\u003c\/li\u003e\n\u003cli\u003eIncreased friction elements in overdrive\u003c\/li\u003e\n\u003cli\u003eQuad-ring design of inner drum o'ring maintains compression during high RPM's\u003c\/li\u003e\n\u003cli\u003eConsistent factory like CVI's\u003c\/li\u003e\n\u003cli\u003eNew lip seal style for outer sealing surface for outer seal with increased diameter\u003c\/li\u003e\n\u003cli\u003eWall thickness increased to improved drum rigidity\u003c\/li\u003e\n\u003cli\u003eNo Centrifugal apply springs\u003c\/li\u003e\n\u003cli\u003eIncreased wall thickness to reduce lateral movement in overdrive apply plate\u003c\/li\u003e\n\u003cli\u003eCompletely assembled drop-in replacement\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eRebuild Kit Made For Improving Torque and Performance\u003c\/h4\u003e\n\u003cp\u003eThe SunCoast Category 68RFE transmission rebuild kits are designed and developed with intentions of taking a systematic approach to solving the issues with the 68RFE transmission. We approach each deficiency and need with careful consideration. These kits offer you the same recipes that are used in our facility when we build these units. We aim to offer you the most complete series of 68RFE rebuild kits available on the market today with proven combinations for a successful build. The factory overdrive clutches are at a high risk of failure when towing or installing aftermarket programmers, delete kits, or larger turbos. When exposed to increased torque or higher temperatures, the factory drum will distort, causing additional clearance and uneven apply. This will always result in burnt clutches. These clutches in the overdrive housing are, by far, the weakest link in the 68RFE transmission design.\u003c\/p\u003e\n\u003ch4\u003eImproves Horsepower With High-Quality Components\u003c\/h4\u003e\n\u003cp\u003eThe V2 68RFE Billet drum is the most revolutionary thing that has happened to the 68RFE. There has been no other project here that we have invested as much research and development in. We have had over 1,000 horsepower on this drum. This is the end-all, be-all of the 68RFE drums, correcting the issues plaguing the overdrive circuit without the annoying squawk that is so common in the 68RFE. This new 68RFE overdrive billet drum boasts a whopping 24% clamping force over the factory drum, improving apply time and reducing slip engagement dramatically. This new V2 drum also incorporates a newly 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.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFitment: \u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018 Dodge RAM 2500\/3500 6.7L Cummins\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eKit Includes: \u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNew M3GA Jr V2 Drum Assembly\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Washer Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Complete Gasket and Sealing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Spin-on Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Pan Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003eUpgraded 2C Clutch Set\u003c\/li\u003e\n\u003cli\u003e68RFE Billet 2C Piston\u003c\/li\u003e\n\u003cli\u003e68RFE Accumulator Plate\u003c\/li\u003e\n\u003cli\u003e4C Snap Ring Retainer\u003c\/li\u003e\n\u003cli\u003eTransgo 200 PSI Valve Body Kit (2007-2018 ONLY)\u003c\/li\u003e\n\u003cli\u003eAccumulator Piston Kit\u003c\/li\u003e\n\u003cli\u003eZero Cavitation Filter Kit w\/ MAG Pan\u003c\/li\u003e\n\u003cli\u003e68RFE Low-Reverse Sprag\u003c\/li\u003e\n\u003cli\u003eSolenoid Pack\u003c\/li\u003e\n\u003cli\u003eBillet Valve Body Plate\u003c\/li\u003e\n\u003cli\u003eBillet Input Shaft\u003c\/li\u003e\n\u003cli\u003eBillet Flexplate\u003c\/li\u003e\n\u003cli\u003eInput Clutch Hub\u003c\/li\u003e\n\u003cli\u003eHD Overdrive Clutch Hub\u003c\/li\u003e\n\u003cli\u003e68RFE Billet 4C Reaction Ring Gear Thrust Washer\u003c\/li\u003e\n\u003cli\u003e68RFE-46-3D Triple-Disc Torque Converter\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"SunCoast Performance","offers":[{"title":"Default Title","offer_id":49527395025180,"sku":"SUNSC-68-4","price":9695.15,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/F198648824.jpg?v=1762285940"},{"product_id":"revmax-68rfe-700-high-performance-rebuild-kit-075-18-ram-67l-cummins","title":"RevMax 68RFE-700 High Performance Rebuild Kit | 2007.5-2025 Dodge RAM 2500\/3500 6.7L Cummins","description":"\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOverhauls your transmission\u003c\/li\u003e\n\u003cli\u003eParts carefully picked out by RevMax technicians\u003c\/li\u003e\n\u003cli\u003eSame components used in RevMac In-house Trasnmission builds\u003c\/li\u003e\n\u003cli\u003eStraightforward installation\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003ePremium High Performance Rebuild Kit by RevMax\u003c\/h4\u003e\n\u003cp\u003eLooking for the best rebuild kit for your DIY or local shop build? The RevMax Performance Rebuild Kit is the ultimate solution for your 2007.5-2025 Ram 6.7L Cummins transmission. RevMax is renowned for providing top-tier rebuilding kits featuring the same advanced technology and parts used in our in-house transmission builds. Each component has been meticulously selected by our technicians to ensure you get the best parts money can buy. Their kits feature Precision International overhaul kits, widely regarded as the finest in the industry. These kits include all necessary gaskets, o-rings, seals, sealing rings, and small parts required for a complete and proper transmission overhaul.\u003c\/p\u003e\n\u003cp\u003eThe clutches and steels in these kits are designed by RevMax and manufactured by Raybestos or Alto to our exact specifications. Custom pistons and pressure plates are also included, ensuring a seamless assembly process. Although clutch and steel modules are designed to fit within clearance tolerances out of the box, it’s crucial to check and record all clearances during installation. Please note that RevMax does not warranty any rebuild kit components, as they cannot control the quality of the installer’s work or knowledge. It’s essential to choose a highly qualified installer or be thoroughly competent in the rebuilding process of your transmission.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFits:\u003c\/strong\u003e 2007.5, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, 2020, 2021, 2022, 2023, 2024, 2025 Dodge RAM 2500\/3500 6.7L Cummins with 68RFE\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eKit Includes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e14 High Performance Clutches OD\u003c\/li\u003e\n\u003cli\u003e12 High Performance Clutches UD\u003c\/li\u003e\n\u003cli\u003eCustom UD Pressure Plate\u003c\/li\u003e\n\u003cli\u003eCustom OD Pressure Plate\u003c\/li\u003e\n\u003cli\u003e4 Clutch C2 and Steels\u003c\/li\u003e\n\u003cli\u003eBillet C2 Clutch Piston\u003c\/li\u003e\n\u003cli\u003e4 Clutch C4 and Steels\u003c\/li\u003e\n\u003cli\u003eCustom C4 Pressure Plate\u003c\/li\u003e\n\u003cli\u003eHigh Performance Low Reverse Clutches\u003c\/li\u003e\n\u003cli\u003eBillet Spin On Filter Screw\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"RevMax","offers":[{"title":"Default Title","offer_id":49527544676636,"sku":"RMX68RFE-700","price":995.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/files\/68RFE-700X-KIT-scaled.webp?v=1762287087"}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0738\/2279\/8108\/collections\/Ram_Cummins_Complete_Transmission_Thumb_1_91483013-3952-471d-8b55-a4b34f9908c5.jpg?v=1729009731","url":"https:\/\/www.alligatorperformance.com\/collections\/2010-2012-ram-2500-3500-67l-cummins-complete-transmissions.oembed?page=7","provider":"Alligator Performance","version":"1.0","type":"link"}