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Old 07-17-2018, 06:53 AM   #1
zstroken
 
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2008 68RFE VB options

My neighbor just had his 68RFE give him fits(throwing error codes everytime it tried to shift to 4th) after he dropped the pan, the plate on the side of the VB was distorted. So it got me thinking. My truck has 86K on it, I have already put a convertor in it, a deep pan, and an older H&S OD tune. I am thinking of what I can do to prolong it.

I was thinking of just putting a VB in it, as I believe mine has the non anodized bores and doing the metal screw on filter upgrade. The truck has no apparent issues with the transmission at this point. Just doing some preventive work.

Looking for feedback on this, whose VB should I run?
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Old 07-17-2018, 07:31 AM   #2
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Obviously keeping up on filters and fluid helps. And you already have the deep pan.

I really like this BD gasket plate, which let me set my line pressure to 200psi without any issues. I'd recommend tossing in a solenoid pack at the same time if you're dropping the VB.

BD Gasket Plate ($155):
1030373 - BD Protect68 Gasket Plate Kit Dodge 6.7L 2007.5-2018 68RFE Transmission

New Solenoid Pack ($272):
Server Error

I also run PDD's Power Torque ATF:
Power Torque Automatic Transmission Fluid | Power Driven Diesel

That should put you in really good shape. I'm at ~170k on a stock 68rfe that's had H&S OD and it works great. I love it.
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Old 07-17-2018, 07:54 AM   #3
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Quote:
Originally Posted by CorneliusRox View Post
Obviously keeping up on filters and fluid helps. And you already have the deep pan.

I really like this BD gasket plate, which let me set my line pressure to 200psi without any issues. I'd recommend tossing in a solenoid pack at the same time if you're dropping the VB.

BD Gasket Plate ($155):
1030373 - BD Protect68 Gasket Plate Kit Dodge 6.7L 2007.5-2018 68RFE Transmission

New Solenoid Pack ($272):
Server Error

I also run PDD's Power Torque ATF:
Power Torque Automatic Transmission Fluid | Power Driven Diesel

That should put you in really good shape. I'm at ~170k on a stock 68rfe that's had H&S OD and it works great. I love it.

Are you able to get the 200+ psi from your OD software? I believe mine is only commanding 160psi. I was thinking of just getting a modified VB, as I have the non anodized bores in mine.
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Old 07-17-2018, 08:04 AM   #4
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That's a good point. There was a revamp of the 68rfe in 2010 and I was told by BD, I could safely do 200psi. I'm not sure about the 07.5-09's.
If you want to adjust the line pressure on your OD software, you need to reinstall it and right after the screen where you put in our OD code, you can set line pressure. I believe 170psi is the lowest.

For reference, they changed the fluid circuit slightly in 2013 and there's basically a thermostat in the system to let the fluid get hot quicker, to a point. This allows for the most minuscule mileage increase, but also makes the entire trans run hotter when increasing line pressure since it's essentially increasing your fluid in temp and creating a smaller fluid circuit.

As for the metal screw filter 'upgrade'. I don't recommend it. The reason it's a plastic fitting there is because of galvanic corrosion. Most filters are uncoated mile steel, and placing that against aluminum will corrode over time. By putting a plastic fitting in between, you fix that problem. Another solution would be a zinc coated fitting since zinc plays well with steel and aluminum.
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Old 07-17-2018, 08:32 AM   #5
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Here is that I was thinking. Should I really be worried about the galvanic corrosion? I mean once I screw this in, it will probably stay in.

68RFE Transmission Spin On Filter Screw | Revmax Converters
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Old 07-17-2018, 09:19 AM   #6
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I can tell you, that's definitely the reason behind it. I can't speak to how long it'll take to 'stick' together, or anything. Why not just leave the plastic one in there? It seems to work well.
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Old 07-17-2018, 10:17 AM   #7
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Quote:
Originally Posted by CorneliusRox View Post
I can tell you, that's definitely the reason behind it. I can't speak to how long it'll take to 'stick' together, or anything. Why not just leave the plastic one in there? It seems to work well.
How do the steel screws not get stuck in the valve body?
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Old 07-17-2018, 10:51 AM   #8
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How do the steel screws not get stuck in the valve body?
They're all zinc coated. That's pretty standard on all steel fasteners since zinc is such a non-corrosive material.
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Old 07-17-2018, 11:50 AM   #9
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Talk to Dusty at HTS, he offers a couple different 6.7 VBs. I spent a lot of time on the phone with him during the short time I owned my 6.7 and he was a lot of help.
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Old 07-18-2018, 08:23 AM   #10
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So old OD software, VB with separator plate(for increased pressure) what line pressure will my transmission run at?

I am thinking I would like to get to about 200 psi on the transmission, that seems like relatively safe number. So if my VB is modified for increased line pressure, does the old OD software command over the 160/170 psi?
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Old 07-18-2018, 08:29 AM   #11
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Quote:
Originally Posted by zstroken View Post
If my VB is modified for increased line pressure, does the old OD software command over the 160/170 psi?
Nope. You can dump pressure with the solenoids and they will try and match what's requested. You'll need to find a way to request more. If you're happy with your shift patterns and tuning in general, and don't want to switch, you could always get that intermediate BD controller. It references boost pressure and proportionally increases line pressure (or at least, that's how it reads).
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Old 07-18-2018, 09:16 AM   #12
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I am wondering about this, anyone know if torque scanning software for android will read commanded pressure? If my commanded pressure is only 160, I am thinking of doing the valve body mod, and this.

Sonnax Line Pressure Booster Kit - RFE-LB1
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Old 07-18-2018, 07:28 PM   #13
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Id run that plate kit!



Yea but I think I can spend about $160 for the VB separator, and then the line pressure booster for less than $200
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Old 07-18-2018, 07:42 PM   #14
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Quote:
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Yea but I think I can spend about $160 for the VB separator, and then the line pressure booster for less than $200
I like the BD protect plate kit and 200psi from the OD tuning.
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Old 07-18-2018, 08:56 PM   #15
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What about this? Sonnax Accumulator Cover Plate Kit - 44892-01K
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Old 07-19-2018, 10:39 PM   #16
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I honestly can't believe the 68rfe has been out for over 10 years now and there's not a reliable solution for 1,000 hp.
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Old 07-20-2018, 08:43 AM   #17
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Originally Posted by blackmega3500 View Post
The joys of taking a case designed for light duty trucks and mini vans, throwing an extra gear in it and calling it a 6 speed diesel transmission.
You mean like taking a 3spd gasser transmission (A727), adding a 4th gear (OD), TC lock up, and changing clutch count/shaft size?
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Old 07-20-2018, 09:36 AM   #18
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You mean like taking a 3spd gasser transmission (A727), adding a 4th gear (OD), TC lock up, and changing clutch count/shaft size?

Which shaft size did they change? I know they shortened the shaft for adding the OD section.

Cummins warned Chrysler about the transmission being able to handle the torque, Chrysler laughed as the were bragging their transmission held up to 440's and 426 Hemi's. They should have heeded Cummins's warning. In the mid to late 90's. The transmission warranty costs for automatics in diesels was basically the price of what it cost Chrysler to build the automatic .

What was funny was they used the same case machining line from the late 60's all the way up until the 48RE to make the cases. Most of the other equipment was used from the late 60's up until the introduction of the 47RE.
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Last edited by zstroken; 07-20-2018 at 09:39 AM.
 
Old 08-03-2018, 03:06 PM   #19
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Quote:
Originally Posted by CorneliusRox View Post
I honestly can't believe the 68rfe has been out for over 10 years now and there's not a reliable solution for 1,000 hp.
Commercial powertrain in Alberta.
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Old 08-09-2018, 02:14 PM   #20
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Which shaft size did they change? I know they shortened the shaft for adding the OD section.

Cummins warned Chrysler about the transmission being able to handle the torque, Chrysler laughed as the were bragging their transmission held up to 440's and 426 Hemi's. They should have heeded Cummins's warning. In the mid to late 90's. The transmission warranty costs for automatics in diesels was basically the price of what it cost Chrysler to build the automatic .

What was funny was they used the same case machining line from the late 60's all the way up until the 48RE to make the cases. Most of the other equipment was used from the late 60's up until the introduction of the 47RE.
The input shaft is way thicker if I'm remembering correctly.
That doesn't surprise me. The high pressure die cast cases were always pretty decent.

I wonder if we would have ever got the 68rfe if the 46rh came out with the knowledge we have today. Clutch stacking, triple disc TC's, higher line pressure, 300M shafts, etc...
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