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Wallet Id: 0xd00634B22adAA771Be515527C33049dcfE6D0E3C
The 68RFE transmission found in Ram 2500 and 3500 trucks is known for premature failure, especially under towing, hauling, or tuning conditions. These issues aren’t just bad luck, they’re the result of specific design flaws. In this article, we’ll break down the top five failure points of the 68RFE and show you exactly how our built units solve each one. And we’ll tie each point to what’s actually included in our real-world builds, not just theory.
The factory torque converter is prone to ballooning and overheating under even moderate stress, leading to slipping, shuddering, or complete failure.
Our Fix:
We use upgraded converters like the DPC and Suncoast billet units featured in our Stage 1.5 and up. These are designed for high-torque, tuned, or towing setups and offer better cooling, stronger lockup, and increased reliability.
The stock valve body has casting and separator plate issues that result in poor fluid control, low line pressure, and erratic shifting, especially when tuning is applied.
Our Fix:
Our builds include billet valve bodies with CNC-machined separator plates. Options like our RevMax billet channel plate (available in higher-stage builds) eliminate cross-leaks and stabilize shift quality even under boosted line pressures.
Factory clutch packs wear quickly under heavy use. They can’t hold higher torque levels, leading to slipping, glazing, and eventual failure.
Our Fix:
We use Raybestos GPZ performance clutches in all builds Stage 1 and above. Some builds increase clutch count, while others modify pressure plates for better holding power. These aren’t just upgrades, they’re standard for us.
The OEM 68RFE runs hot, especially under towing or tuned conditions, and its fluid pathways do a poor job of keeping the transmission cool and lubricated evenly.
Our Fix:
We spec deep aluminum pans across nearly all builds for added fluid capacity and heat dissipation. Many customers also choose to add an external cooler at install, and our internal mods ensure better oiling and flow through the unit.
Several internal components, including plastic thrust washers and aluminum planetary sets, simply aren’t up to the task in demanding applications.
Our Fix:
Our Stage 2 and Stage 3 builds feature billet input shafts, upgraded servos, and forged planetaries. Even our more affordable builds replace common plastic and aluminum internals with upgraded steel components.
Q: I drive a stock truck. Do I still need a built transmission?
A: Yes. Even stock trucks, especially tow rigs, can benefit from these upgrades. You don’t need to be tuned to burn through a factory 68RFE.
Q: What fluid should I use with your 68RFE builds?
A: We recommend high-quality ATF+4 or better. Some builds may benefit from synthetic fluids depending on use. We’re happy to recommend the best fit for your setup.
Q: Is this overkill for a daily driver?
A: Not at all. In fact, most daily drivers want confidence, not a gamble. These upgrades extend transmission life and protect your investment, whether you drive 5,000 or 50,000 miles a year.
Q: Does this fix all the known issues with the 68RFE?
A: Yes, the five categories above represent the bulk of what fails in these units. Our builds address each one with proven, tested parts and processes.
Q: Where can I find these parts or order a full build?
A: You can view our full line of 68RFE transmissions and components here: 68RFE Parts & Builds
The 68RFE wasn’t built for what Ram truck owners actually do with their trucks. We know that, and that’s why we’ve engineered every one of our builds to fix these weak points for good. Whether you’re towing heavy, running tuned, or just want reliability you don’t have to think about, we’ve got your back.
Shop the exact build tiers and parts we discussed above: Browse 68RFE Kits & Components
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