Complete 68RFE Replacement Guide: Costs, Builds, and What to Expect

The phrase 68RFE replacement signals you are past band‑aid fixes. Below is an up‑to‑date price and spec breakdown pulled directly from Inglewood Transmission’s July 2025 catalog.

Current Build Options & Pricing

 

Build Level	Rated HP/Torque	Core Upgrades	Price*	Warranty
Stock + 68RFE	425 HP / 850 lb‑ft	Dual‑disc converter, billet 4C snap ring, Sonnax PR/TCC valves	$5,400	1 yr / 12k mi
Stage 1 (Heavy Tow)	≈500 HP / 1,000 lb‑ft	HD dual‑disc converter, billet valve‑body work, bonded pistons	$6,595	1 yr / 12k mi
Stage 1.5	≈600 HP	Stage 1 parts plus billet channel plate and upgraded snap rings	$7,495	1 yr / 12k mi
Stage 2	750 HP / 1,250 lb‑ft	Triple‑disc converter, billet channel plate & input shaft, Sonnax Smart‑Tech drum	$9,600	2 yr / unlimited mi
Stage 3	900 HP+	B/W billet stator converter, RevMax Pro drum, full billet hard‑parts set	$10,900	Call for details

*Prices assume a good, rebuildable core. Drive‑in installation at the Long Beach shop is a flat $1,200 and includes a hot‑flush, fresh ATF+4, and a fast‑learn.

 Early Warning Signs You Need a Replacement

• Delayed engagement from Park to Drive
• P0871 or P0876 line‑pressure codes
• 4→5 flare under load
• Burnt ATF smell after towing
• Metallic glitter in the pan

Two or more of these usually indicate internal clutch damage, plan a replacement before a catastrophic failure strands you and triggers a core penalty.

Total Cost of Ownership

• Transmission unit: $5,400 – $10,900
• Installation: $1,200 (drive‑in) or your local shop’s rate + freight for core exchange
• Tuning add‑ons: +$500 for a line‑pressure TCM, +$850 for switchable ECM/TCM
• Shipping a core: $300 – $700 each way depending on zone

Real‑world out‑the‑door budgets range from $7k for a Stock + swap to ~$13k for a Stage 3 with tuning and freight.

Turnaround Time

Drive‑in customers are typically back on the road in two business days. Remote buyers should plan for about one week: outbound core freight, a two‑day build window, and return freight.

Why Choose a Built Drop‑In

The factory 68RFE’s small clutch clearances and conservative line‑pressure strategy limit it to stock torque. Each upgraded stage adds clutch capacity and billet hard‑parts strength so you replace once instead of twice.

Step‑by‑Step Replacement Overview

1. Scan for clutch‑life counters and freeze‑frame data.
2. Disconnect batteries, drain ATF, remove transfer case.
3. Support engine, lower transmission, install new converter.
4. Re‑install unit, fill with ATF+4, perform a fast learn.
5. Road‑test while logging line‑pressure and slip time.

Common Install Mistakes (and How to Avoid Them)

• Skipping the fast‑learn: Leads to harsh 2‑3 or 3‑4 shifts.
• Wrong ATF spec: Multi‑vehicle fluids shear faster than ATF+4.
• Over‑torqued pan bolts: Warps the gasket and causes leaks.
• Reusing a dirty cooler: Circulates old clutch debris through a new valve body.
• No hot‑flush: Metallic particles left in the system scratch the new pump bushing.

Shop Checklist Before You Book

• Request a dyno sheet or line‑pressure log for your chosen build level.
• Confirm the core policy, are cracked cases a full forfeit or prorated?
• Verify warranty transferability if you may sell the truck.
• Get the shop’s promised turnaround in writing.
• Ask whether a hot‑flush and thermal‑bypass delete are included.

Tuning 101: Why Line Pressure Matters

The 68RFE regulates clutch apply with electronic pressure regulators. Stock programming targets 160–170 psi. Inglewood’s TCM file raises that to 220+ psi during wide‑open shifts, cutting slip time almost in half and trimming internal temps by up to 25 °F. Higher pressure plus shorter shift duration prevents glazing on C1/C2 clutches, the main failure point in tuned trucks.

Break‑In & Maintenance Tips

• First 500 miles: use tow/haul for quicker lock‑up and lower fluid temps.
• At 5,000 miles: change both filters and send fluid for a used‑oil analysis.
• Every 30,000 miles: service pan and filters, or sooner if towing heavy in high heat.

FAQs

Q: How much does a Stage 2 68RFE replacement cost?
A: $9,600 for the unit plus $1,200 installation if you drive to Long Beach.

Q: Do I need tuning?
A: A raised‑pressure TCM (+$500) is strongly recommended on any build above stock.

Q: What’s the warranty?
A: Stage 2 carries a two‑year, unlimited‑mile warranty. Other stages include one‑year coverage unless noted.

Q: Will my fuel economy improve?
A: Most owners pick up 1–2 mpg when towing because the triple‑disc converter locks sooner and slip is reduced.

Q: Does a Stage 3 drive like stock?
A: Yes, shift firmness is adaptive. Light‑throttle shifts stay smooth; heavy‑throttle shifts firm up to protect clutches.

Q: How does a built 68RFE affect resale value?
A: Listings that mention an Inglewood Stage 2 or Stage 3 typically fetch $3k–$5k more than trucks with an unknown reman unit.

Q: Is there a break‑in tune required?
A: No. The fast‑learn and normal driving cycles are all that’s needed, custom tuning can be added later.

Conclusion

Replacing a worn‑out 68RFE isn’t just solving a problem; it’s future‑proofing your Cummins. With transparent pricing, billet hard‑parts, and a dyno‑verified build sheet, an Inglewood Transmission swap protects your investment far better than a dealer reman. Call 714‑870‑7300 or request a quote to book a Stage 1 through Stage 3 today. Most customers drive away 48 hours after drop‑off, backed by real dyno data and a warranty that lives up to its promise.