{"title":"ATS Diesel Performance","description":"\u003ch1\u003eATS Diesel – Industry-Leading Diesel Performance \u0026amp; Transmission Solutions\u003c\/h1\u003e\n\u003cp\u003eATS Diesel is a leader in diesel performance parts for transmissions, turbochargers, and engine upgrades for Cummins, Duramax, and Power Stroke trucks. With a history of innovation and durability, ATS Diesel offers cutting edge solutions for daily drivers, heavy haulers and performance enthusiasts.\u003c\/p\u003e\n\u003cp\u003eOur product line includes billet transmissions, torque converters, turbo kits, fuel systems and custom tuning solutions – all built to withstand the extreme and optimize performance. Looking for more towing capacity, better fuel economy or all out racing power ? ATS Diesel has the technology and expertise to get you there.\u003c\/p\u003e\n\u003cp\u003eKnown for advancements in diesel transmission technology, ATS Diesel offers industry leading upgrades such as the Five Star Torque Converter and Co-Pilot Transmission Controllers for smooth shifts and long term durability. Our turbochargers and fuel system upgrades increase airflow, boost response times and engine efficiency for ultimate performance.\u003c\/p\u003e\n\u003cp\u003eAt ATS Diesel we are committed to providing top quality products and expert support to help you get the most out of your truck. Need a complete transmission rebuild, an upgraded turbo system or custom tuning solutions ? We have the parts and know how to take your diesel to the next level.\u003c\/p\u003e\n\u003cp\u003eCheck out our full line of diesel performance parts today and see why ATS Diesel is the brand of choice for drivers who demand more power, reliability and efficiency!\u003c\/p\u003e","products":[{"product_id":"stage-3-68rfe-transmission-package-4wd-12-18-ram-6-7l-cummins-ats-diesel-performance","title":"Stage 3 68RFE Transmission Package, 4WD, 12-18 RAM 6.7L Cummins ATS Diesel Performance","description":"\u003cp\u003eThere are many things that need to be understood about the RAM 68-RFE transmission. This transmission was originally designed to be very inexpensive to manufacture. This approach forced the original designers to cut corners in size and quality of materials that could be used. On a positive note, the technology that is utilized in the transmission is leading edge; this advanced technology has forced the aftermarket to completely rethink how to modify and control the transmission so that it can still perform and remain reliable while modifying the engine to have higher power levels over stock.\u003c\/p\u003e\u003cp\u003eATS has developed a combined technology utilizing recalibration of the hydraulic circuits inside the transmission, including revamped accumulator rates, reprogramed clutch to clutch apply and release timings, and line pressure rise rate to perfectly match the torque output of the engine. These enhancements, along with other key hydraulic modifications which ATS makes, must be done to ensure the clutch packs have the correct apply and release rates when commanded on or off.\u003c\/p\u003e\u003cp\u003eAs well, the transmission hard parts have many limiting weaknesses which do not allow for increased power levels over stock. Specifically, the light duty shafts and hubs, and the low one-way sprag; these hard part weaknesses must be addressed. Some of the areas that are addressed by ATS to complete the performance transmission upgrade package are listed below, starting at the front of the transmission working towards the back.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003ePump Assembly\u003c\/strong\u003e\u003cbr\u003eThe torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter, along with regulating minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign also eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure. The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the TCM. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horsepower levels.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eRotating Clutch Drum Assembly and Clutch Packs\u003c\/strong\u003e\u003cbr\u003eClutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 68-RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces. The clutch packs that are increased surface area listed below. The Under Drive (Forward) clutch pack surface area is increased by 21 percent, using single sided clutch plates. The Over Drive clutch pack surface area is increased by 17 percent, also using single sided clutch plates, this allows for better clutch control when overdrive is used at higher power levels.\u003c\/p\u003e\u003cp\u003eThe 2C clutch pack surface area is increased by 34 percent, using double sided frictions. The 4C clutch pack surface area is increased by 34 percent, using double sided frictions. The weak mechanical low one-way sprag is replaced with a stronger roller clutch design that used a cam and roller system. The factory low sprag not only has a very weak torque capacity, but it also fails from lack of proper lubrication. The stronger low roller clutch design used by ATS prevents the higher mileage failure associated with the sprag-type clutch.\u003c\/p\u003e\u003cp\u003eAlthough the new cam and roller low roller clutch design is much stronger it still has imitations; the Co-Pilot transmission controller contains a direct function to route power around the mechanical clutch when extreme power levels are sensed. You will read more about this in the Co-Pilot section below.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eValve Body\u003c\/strong\u003e\u003cbr\u003eHeat in the 68RFE transmission causes the stock thin cast channel plate in the valve body to warp, causing cross leaks and poor shift performance. To combat this common issue, ATS designed the BilletProof Channel Plate: A stress relieved 1 inch thick aluminum tooling plate precisely CNC machined to include all valve body channels, vent holes, and even includes pressure testing ports with engraved labels. Critical channels have been enlarged to allow additional fluid to feed the clutch packs ensuring a quick fill time. A crisp, smooth, strong shift quality will be immediately noticed after installation of the ATS 68RFE billet channel plate valve body assembly, and all of the problems that are associated with cross leaks will be eliminated.\u003c\/p\u003e\u003cp\u003eThe valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve an flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body.\u003c\/p\u003e\u003cp\u003eHydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations. \u003cbr\u003e\u003cbr\u003e\u003cstrong\u003eBillet Channel Plate Valve Body Features:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e1 inch thick billet-machined aluminum channel plate with enlarged critical channels\u003c\/li\u003e\n\u003cli\u003eIncreased fluid to clutch packs\u003c\/li\u003e\n\u003cli\u003eIncludes pressure testing ports\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eShafts\u003c\/strong\u003e\u003cbr\u003eThere are three shafts in the 68-RFE that are of some concern. The forward hub\/shaft, Intermediate hub\/shaft and the input shaft. The forward hub\/shaft is reinforced to eliminate breakage. The Intermediate hub\/shaft is reinforced to eliminate breakage. The billet input shaft is an optional upgrade included in stages 2, 3, and 4, and is made made from 300M billet material just like our 47-RE and 48-RE shafts.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eCase and Pan\u003c\/strong\u003e\u003cbr\u003eThe main transmission case does not require a lot of conditioning aside from a few small hydraulic modifications to allow for proper oil flow. At higher power levels the transmission case does need to be strengthened. This is a simple fix that is taken care of with the optional heavy-duty transmission pan, which was designed in part to act as a girdle, thus eliminating the flex in the case. The large over sized pan also provides for an additional 5 quarts of ATF allowing the transmission to run cooler.\u003cbr\u003e \u003cbr\u003e\u003cstrong\u003eATS Co-Pilot Transmission Controller\u003c\/strong\u003e\u003cbr\u003eCo-Pilot TOW Edition Transmission Controller Kit for 2007.5-Present Dodge with 68RFE Transmission, Plug and Play Line Pressure Controller The 68-RFE is plagued by small clutch packs, weak hard parts, constant slip torque converter lock-up, and inadequate line pressure. Typically, these issues can result in the failure of the stock transmission with just a mild tune or heavy trailer. The Co-Pilot Tow Edition addresses these concerns.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot is:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot consists of a controller, harness and secondary electronics box. The harness plugs into the main transmission connector on the valve body. The harness is completely plug and play for easy installation. The controller mounts in the cab and allows the driver view critical transmission and engine inputs such as line pressure, commanded engine loan and actual engine load. To view the different sensor inputs all you do is depress the up or down arrows. These changes can be made on-the-fly or with the vehicle stopped.\u003cbr\u003eThe secondary electronics box is mounted to the drivers side frame and requires no cutting or fitting.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot Does:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot controls line pressure, clutch timing and more aggressively applies the converter clutch under high torque situations. Line pressure is limited in a stock 68-RFE to 160 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 400hp. The Co-Pilot reads boost pressure and throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the controller.\u003cbr\u003eLine pressure is increased dramatically with the addition of a Valve Body Full Pressure Enable Kit. This kit is installed on any 68-RFE transmission built in house at ATS.\u003c\/p\u003e\u003cp\u003eThe kit can also be installed on a stock transmission to safely allow line pressure to increase to 270 plus PSI. While the installation of the kit isnt necessary, it will increase the performance of the Co-Pilot to its fullest potential. We recommend installing one of our modified valve bodies to fully address all of the internal hydraulic issues with the 68-RFE Valve body.\u003c\/p\u003e\u003cp\u003eThe Co-Pilot has a huge advantage over TCM programing on 2013 and newer trucks because of the way the factory TCM is designed. When the higher line pressure modifications are done to the Valve body on a truck that is 2013 and newer aftermarket TCM tuning that is used will cause a radical pressure variation that spikes line pressure causing lots of problems. For this reason you will fine TCM tuning is not desired on these newer truck and when TCM tuning is used the tuners do not allow for full line pressure increases like the Co-Pilot does, the Co-Pilot utilizing its dynamic closed loop control addresses this with an averaging circuit that provides a very smooth and controllable line pressure rise up to 270PSI.\u003c\/p\u003e\u003cp\u003eClutch timing is programmed into the Co-Pilot and crucial to clutch pack life. On any 68-RFE transmission, clutch timing is optimized to reduce wear on clutch packs, efficiently transfer power and increase reliability.\u003c\/p\u003e\u003cp\u003eThe torque converter lock-up apply on a stock 68-RFE leaves a lot to be desired. The factory TCM will command lock-up at a very low speed when at light throttle, this causes a sluggish condition, low boost and poor drivability. The ATS 68RFE Co-Pilot will more firmly lock the converter clutch during apply, this allows the inherent torque of the Cummins engine to be used for better efficiency and performance.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eModes Available in Co-Pilot:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eSetting 1 (down or all the way to the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the position of the TPS is. No Lights=0 percent and 5 lights=100 percent\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 2 (One position from far right)\u003cul\u003e\u003cli\u003eThis mode shows you what the Boost sensor is seeing. No Lights=0 PSI Boost and 5 lights=40 PSI Boost\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 3 (Two positions from the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the actual transmission line pressure is No Lights=100 PSI line pressure and 5 lights=260 PSI Line pressure.\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003ePackage Includes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS 4WD 68RFE Performance Automatic Transmission Assembly\u003c\/li\u003e\n\u003cli\u003eATS Billet Input Shaft\u003c\/li\u003e\n\u003cli\u003eATS 68RFE Workhorse Performance Torque Converter\u003c\/li\u003e\n\u003cli\u003eATS Co-Pilot Transmission Controller\u003c\/li\u003e\n\u003cli\u003eATS Billet Flexplate\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eNotable Transmission Upgrades:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS Billet Input Shaft Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Deep Transmission Pan w\/ Drain Plug (increases capacity by 5 quarts)\u003c\/li\u003e\n\u003cli\u003eATS Transmission Case Brace (strengthens the transmission case)\u003c\/li\u003e\n\u003cli\u003eATS Billet Channel Plate Valve Body (will not warp or crack like the stock cast channel plate)\u003cul\u003e\n\u003cli\u003eATS Billet Accumulator Pistons w\/ Advanced Sealing Design\u003c\/li\u003e\n\u003cli\u003eATS Separator Plate and Gaskets\u003c\/li\u003e\n\u003cli\u003eATS Extra-Thick Accumulator Cover Plate\u003c\/li\u003e\n\u003cli\u003eNew OEM Solenoid Pack\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eATS Billet Pump Assembly\u003cul\u003e\n\u003cli\u003eOversized Pump Gears\u003c\/li\u003e\n\u003cli\u003eUpdated Pressure Regulator Valve\u003c\/li\u003e\n\u003cli\u003eHeavy Duty Stator Bolts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eReinforced Underdrive and Overdrive Clutch Hubs\u003c\/li\u003e\n\u003cli\u003eUpgraded Lower Roller Clutch Replaces Weak One-Way Sprag\u003c\/li\u003e\n\u003cli\u003ePerformance Forward Clutch Pack w\/ ATS Design Allowing an Additional 21 percent of Surface Are\u003c\/li\u003e\n\u003cli\u003ePerformance Overdrive Clutch Pack w\/ ATS Design Allowing an Additional 17 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 2C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 4C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003eATS Billet 4C Spring Cage Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Billet Filter Coupler\u003c\/li\u003e\n\u003cli\u003eAll New Gaskets, Seals, and Pistons\u003c\/li\u003e\n\u003cli\u003eBoth Filters Replaced with New Ones\u003c\/li\u003e\n\u003cli\u003eCase is Thoroughly Inspected, Cleaned, and Painted\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e68RFE Transmission Package 4WD 2012-2018 RAM 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eEngine Years: 2012-2018 RAM\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge\/RAM\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eDrive: 4WD\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eStage: Stage 3\u003c\/li\u003e\n\u003cli\u003eWarranty Options: 1 Year\/100k\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557613842673,"sku":"309-534-2380","price":9594.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-534-2380-FSMF_0038b4b5-a30c-449a-b53c-226fbd1234ca.png?v=1789173471"},{"product_id":"ats-68rfe-performance-valve-body-assembly-with-upgraded-oem-cast-channel-plate-with-solenoid-pack-19-20","title":"ATS 68Rfe Performance Valve Body Fits 2019+ 6.7L Cummins With Solenoid Pack","description":"\u003cp\u003eThe valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve an flawless shift.\u003c\/p\u003e\u003cp\u003eBecause of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body. Hydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations.\u003c\/p\u003e\u003cp\u003eAlso, the ATS 68-RFE valve body can be installed in a stock transmission for increased transmission capacity. When our performance valve body is installed in a good stock transmission you can expect the transmission to hold on average an additional 100HP. When the valve body is installed with the addition of the ATS Co-Pilot transmission controller your stock transmission will hold power levels of 200HP over stock.\u003c\/p\u003e\u003cp\u003eUnderstanding what our performance valve body does vs our Co-Pilot does can be confusing so this is a brief description. The valve body allows for increased pressure to the clutch packs which provides for higher transmission power capacity. That being said the valve body must be commanded by the TCM to be able to produce the higher line pressure.\u003c\/p\u003e\u003cp\u003eThe TCM presents a problem, the TCM does not have the ability to command the line pressure that the transmission needs to be able to hold the higher HP levels. If the Co-Pilot is installed on a stock valve body then the stock valve body does not have the ability to produce or handle the higher line pressure that is being commanded.\u003c\/p\u003e\u003cp\u003eBecause of these two issues you only get partial line pressure gains when only the performance valve body or the Co-Pilot is installed separately. Because of the complexity of the 68-RFE electrical and hydraulic system in order to get the full effect of the valve body the Co-Pilot should be installed in addition to the valve body.\u003cbr\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS 68RFE Performance Valve Body Assembly with Upgraded OEM Cast Channel Plate\u003c\/li\u003e\n\u003cli\u003eWith Solenoid Pack\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eFits: 2019-2020 RAM\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557613809905,"sku":"303-901-2464","price":1524.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/303-901-2464-FSMF_d080a9cf-fee4-463b-8e42-36ae0df842d2.png?v=1789171114"},{"product_id":"valve-body-towing-1994-95-dodge-47rh-ats-diesel","title":"ATS 47Rh Towing Valve Body Fits 1994-1995 5.9L Cummins","description":"\u003cp\u003eServing truck enthusiasts for nearly two decades, ATS invents, designs, manufactures, and sells the world's most innovative diesel truck performance products-over 600 products for one-stop shopping. Whether you need power and efficiency for towing, off-road, recreation, or racing, ATS Diesel Performance can meet your needs, quickly and at a reasonable cost.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS Performance Valve Body Towing Edition 1994-1995 Dodge 47RH\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 47RH\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge Diesel\u003c\/li\u003e\n\u003cli\u003eModels: 2500\/3500\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557613940977,"sku":"303-902-2164","price":704.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/303-902-2164-FSMF.jpg?v=1789170956"},{"product_id":"stage-2-68rfe-transmission-package-2wd-12-18-ram-6-7l-cummins-ats-diesel-performance","title":"Stage 2 68RFE Transmission Package, 2WD, 12-18 RAM 6.7L Cummins ATS Diesel Performance","description":"\u003cp\u003eThere are many things that need to be understood about the RAM 68-RFE transmission. This transmission was originally designed to be very inexpensive to manufacture. This approach forced the original designers to cut corners in size and quality of materials that could be used. On a positive note, the technology that is utilized in the transmission is leading edge; this advanced technology has forced the aftermarket to completely rethink how to modify and control the transmission so that it can still perform and remain reliable while modifying the engine to have higher power levels over stock.\u003c\/p\u003e\u003cp\u003eATS has developed a combined technology utilizing recalibration of the hydraulic circuits inside the transmission, including revamped accumulator rates, reprogramed clutch to clutch apply and release timings, and line pressure rise rate to perfectly match the torque output of the engine. These enhancements, along with other key hydraulic modifications which ATS makes, must be done to ensure the clutch packs have the correct apply and release rates when commanded on or off.\u003c\/p\u003e\u003cp\u003eAs well, the transmission hard parts have many limiting weaknesses which do not allow for increased power levels over stock. Specifically, the light duty shafts and hubs, and the low one-way sprag; these hard part weaknesses must be addressed. Some of the areas that are addressed by ATS to complete the performance transmission upgrade package are listed below, starting at the front of the transmission working towards the back.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003ePump Assembly\u003c\/strong\u003e\u003cbr\u003eThe torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter, along with regulating minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign also eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure. The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the TCM. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horsepower levels.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eRotating Clutch Drum Assembly and Clutch Packs\u003c\/strong\u003e\u003cbr\u003eClutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 68-RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces. The clutch packs that are increased surface area listed below. The Under Drive (Forward) clutch pack surface area is increased by 21 percent, using single sided clutch plates. The Over Drive clutch pack surface area is increased by 17 percent, also using single sided clutch plates, this allows for better clutch control when overdrive is used at higher power levels.\u003c\/p\u003e\u003cp\u003eThe 2C clutch pack surface area is increased by 34 percent, using double sided frictions. The 4C clutch pack surface area is increased by 34 percent, using double sided frictions. The weak mechanical low one-way sprag is replaced with a stronger roller clutch design that used a cam and roller system. The factory low sprag not only has a very weak torque capacity, but it also fails from lack of proper lubrication. The stronger low roller clutch design used by ATS prevents the higher mileage failure associated with the sprag-type clutch.\u003c\/p\u003e\u003cp\u003eAlthough the new cam and roller low roller clutch design is much stronger it still has imitations; the Co-Pilot transmission controller contains a direct function to route power around the mechanical clutch when extreme power levels are sensed. You will read more about this in the Co-Pilot section below.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eValve Body\u003c\/strong\u003e\u003cbr\u003eHeat in the 68RFE transmission causes the stock thin cast channel plate in the valve body to warp, causing cross leaks and poor shift performance. To combat this common issue, ATS designed the BilletProof Channel Plate: A stress relieved 1 inch thick aluminum tooling plate precisely CNC machined to include all valve body channels, vent holes, and even includes pressure testing ports with engraved labels. Critical channels have been enlarged to allow additional fluid to feed the clutch packs ensuring a quick fill time. A crisp, smooth, strong shift quality will be immediately noticed after installation of the ATS 68RFE billet channel plate valve body assembly, and all of the problems that are associated with cross leaks will be eliminated.\u003c\/p\u003e\u003cp\u003eThe valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve an flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body.\u003c\/p\u003e\u003cp\u003eHydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations. \u003cbr\u003e\u003cbr\u003e\u003cstrong\u003eBillet Channel Plate Valve Body Features:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e1 inch thick billet-machined aluminum channel plate with enlarged critical channels\u003c\/li\u003e\n\u003cli\u003eIncreased fluid to clutch packs\u003c\/li\u003e\n\u003cli\u003eIncludes pressure testing ports\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eShafts\u003c\/strong\u003e\u003cbr\u003eThere are three shafts in the 68-RFE that are of some concern. The forward hub\/shaft, Intermediate hub\/shaft and the input shaft. The forward hub\/shaft is reinforced to eliminate breakage. The Intermediate hub\/shaft is reinforced to eliminate breakage. The billet input shaft is an optional upgrade included in stages 2, 3, and 4, and is made made from 300M billet material just like our 47-RE and 48-RE shafts.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eCase and Pan\u003c\/strong\u003e\u003cbr\u003eThe main transmission case does not require a lot of conditioning aside from a few small hydraulic modifications to allow for proper oil flow. At higher power levels the transmission case does need to be strengthened. This is a simple fix that is taken care of with the optional heavy-duty transmission pan, which was designed in part to act as a girdle, thus eliminating the flex in the case. The large over sized pan also provides for an additional 5 quarts of ATF allowing the transmission to run cooler.\u003cbr\u003e \u003cbr\u003e\u003cstrong\u003eATS Co-Pilot Transmission Controller\u003c\/strong\u003e\u003cbr\u003eCo-Pilot TOW Edition Transmission Controller Kit for 2007.5-Present Dodge with 68RFE Transmission, Plug and Play Line Pressure Controller The 68-RFE is plagued by small clutch packs, weak hard parts, constant slip torque converter lock-up, and inadequate line pressure. Typically, these issues can result in the failure of the stock transmission with just a mild tune or heavy trailer. The Co-Pilot Tow Edition addresses these concerns.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot is:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot consists of a controller, harness and secondary electronics box. The harness plugs into the main transmission connector on the valve body. The harness is completely plug and play for easy installation. The controller mounts in the cab and allows the driver view critical transmission and engine inputs such as line pressure, commanded engine loan and actual engine load. To view the different sensor inputs all you do is depress the up or down arrows. These changes can be made on-the-fly or with the vehicle stopped.\u003cbr\u003eThe secondary electronics box is mounted to the drivers side frame and requires no cutting or fitting.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot Does:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot controls line pressure, clutch timing and more aggressively applies the converter clutch under high torque situations. Line pressure is limited in a stock 68-RFE to 160 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 400hp. The Co-Pilot reads boost pressure and throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the controller.\u003cbr\u003eLine pressure is increased dramatically with the addition of a Valve Body Full Pressure Enable Kit. This kit is installed on any 68-RFE transmission built in house at ATS.\u003c\/p\u003e\u003cp\u003eThe kit can also be installed on a stock transmission to safely allow line pressure to increase to 270 plus PSI. While the installation of the kit isnt necessary, it will increase the performance of the Co-Pilot to its fullest potential. We recommend installing one of our modified valve bodies to fully address all of the internal hydraulic issues with the 68-RFE Valve body.\u003c\/p\u003e\u003cp\u003eThe Co-Pilot has a huge advantage over TCM programing on 2013 and newer trucks because of the way the factory TCM is designed. When the higher line pressure modifications are done to the Valve body on a truck that is 2013 and newer aftermarket TCM tuning that is used will cause a radical pressure variation that spikes line pressure causing lots of problems. For this reason you will fine TCM tuning is not desired on these newer truck and when TCM tuning is used the tuners do not allow for full line pressure increases like the Co-Pilot does, the Co-Pilot utilizing its dynamic closed loop control addresses this with an averaging circuit that provides a very smooth and controllable line pressure rise up to 270PSI.\u003c\/p\u003e\u003cp\u003eClutch timing is programmed into the Co-Pilot and crucial to clutch pack life. On any 68-RFE transmission, clutch timing is optimized to reduce wear on clutch packs, efficiently transfer power and increase reliability.\u003c\/p\u003e\u003cp\u003eThe torque converter lock-up apply on a stock 68-RFE leaves a lot to be desired. The factory TCM will command lock-up at a very low speed when at light throttle, this causes a sluggish condition, low boost and poor drivability. The ATS 68RFE Co-Pilot will more firmly lock the converter clutch during apply, this allows the inherent torque of the Cummins engine to be used for better efficiency and performance.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eModes Available in Co-Pilot:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eSetting 1 (down or all the way to the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the position of the TPS is. No Lights=0 percent and 5 lights=100 percent\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 2 (One position from far right)\u003cul\u003e\u003cli\u003eThis mode shows you what the Boost sensor is seeing. No Lights=0 PSI Boost and 5 lights=40 PSI Boost\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 3 (Two positions from the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the actual transmission line pressure is No Lights=100 PSI line pressure and 5 lights=260 PSI Line pressure.\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003ePackage Includes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS 2WD 68RFE Performance Automatic Transmission Assembly\u003c\/li\u003e\n\u003cli\u003eATS Billet Input Shaft\u003c\/li\u003e\n\u003cli\u003eATS 68RFE Workhorse Performance Torque Converter\u003c\/li\u003e\n\u003cli\u003eATS Co-Pilot Transmission Controller\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eNotable Transmission Upgrades:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS Billet Input Shaft Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Deep Transmission Pan w\/ Drain Plug (increases capacity by 5 quarts)\u003c\/li\u003e\n\u003cli\u003eATS Transmission Case Brace (strengthens the transmission case)\u003c\/li\u003e\n\u003cli\u003eATS Billet Channel Plate Valve Body (will not warp or crack like the stock cast channel plate)\u003cul\u003e\n\u003cli\u003eATS Billet Accumulator Pistons w\/ Advanced Sealing Design\u003c\/li\u003e\n\u003cli\u003eATS Separator Plate and Gaskets\u003c\/li\u003e\n\u003cli\u003eATS Extra-Thick Accumulator Cover Plate\u003c\/li\u003e\n\u003cli\u003eNew OEM Solenoid Pack\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eATS Billet Pump Assembly\u003cul\u003e\n\u003cli\u003eOversized Pump Gears\u003c\/li\u003e\n\u003cli\u003eUpdated Pressure Regulator Valve\u003c\/li\u003e\n\u003cli\u003eHeavy Duty Stator Bolts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eReinforced Underdrive and Overdrive Clutch Hubs\u003c\/li\u003e\n\u003cli\u003eUpgraded Lower Roller Clutch Replaces Weak One-Way Sprag\u003c\/li\u003e\n\u003cli\u003ePerformance Forward Clutch Pack w\/ ATS Design Allowing an Additional 21 percent of Surface Are\u003c\/li\u003e\n\u003cli\u003ePerformance Overdrive Clutch Pack w\/ ATS Design Allowing an Additional 17 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 2C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 4C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003eATS Billet 4C Spring Cage Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Billet Filter Coupler\u003c\/li\u003e\n\u003cli\u003eAll New Gaskets, Seals, and Pistons\u003c\/li\u003e\n\u003cli\u003eBoth Filters Replaced with New Ones\u003c\/li\u003e\n\u003cli\u003eCase is Thoroughly Inspected, Cleaned, and Painted\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e68RFE Transmission Package 2WD 2012-2018 RAM 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eEngine Years: 2012-2018 RAM\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge\/RAM\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eDrive: 2WD\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eStage: Stage 2\u003c\/li\u003e\n\u003cli\u003eWarranty: 1 Year\/100k\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557613908209,"sku":"309-522-2380","price":9144.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-522-2380-FSMF.png?v=1789173065"},{"product_id":"ats-68rfe-billet-channel-plate-valve-body-assembly-with-solenoid-pack-12-18-ram-6-7l-cummins","title":"ATS 68Rfe Billet Channel Plate Valve Body Fits 2012-2018 6.7L Cummins With Solenoid Pack","description":"\u003cp\u003eATS 68RFE Billet Channel Plate Valve Body Assembly with Solenoid Pack, 2012-2018 RAM 6.7L Cummins. Replaces valve bodies with a gray connector on the solenoid pack. 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\n\u003cli\u003eATS 68RFE Billet Channel Plate Valve Body Assembly with Solenoid Pack, 2012-2018 RAM 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eReplaces valve bodies with a gray connector on the solenoid pack\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eFits: 2012-2018 RAM\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557613973745,"sku":"303-911-2380","price":1629.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/303-911-2380-FSMF_451424b9-d2eb-4b12-aa3f-d9dbc77964c6.png?v=1789171518"},{"product_id":"stage-2-68rfe-transmission-package-4wd-12-18-ram-6-7l-cummins-ats-diesel-performance","title":"Stage 2 68RFE Transmission Package, 4WD, 12-18 RAM 6.7L Cummins ATS Diesel Performance","description":"\u003cp\u003eThere are many things that need to be understood about the RAM 68-RFE transmission. This transmission was originally designed to be very inexpensive to manufacture. This approach forced the original designers to cut corners in size and quality of materials that could be used. On a positive note, the technology that is utilized in the transmission is leading edge; this advanced technology has forced the aftermarket to completely rethink how to modify and control the transmission so that it can still perform and remain reliable while modifying the engine to have higher power levels over stock.\u003c\/p\u003e\u003cp\u003eATS has developed a combined technology utilizing recalibration of the hydraulic circuits inside the transmission, including revamped accumulator rates, reprogramed clutch to clutch apply and release timings, and line pressure rise rate to perfectly match the torque output of the engine. These enhancements, along with other key hydraulic modifications which ATS makes, must be done to ensure the clutch packs have the correct apply and release rates when commanded on or off.\u003c\/p\u003e\u003cp\u003eAs well, the transmission hard parts have many limiting weaknesses which do not allow for increased power levels over stock. Specifically, the light duty shafts and hubs, and the low one-way sprag; these hard part weaknesses must be addressed. Some of the areas that are addressed by ATS to complete the performance transmission upgrade package are listed below, starting at the front of the transmission working towards the back.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003ePump Assembly\u003c\/strong\u003e\u003cbr\u003eThe torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter, along with regulating minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign also eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure. The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the TCM. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horsepower levels.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eRotating Clutch Drum Assembly and Clutch Packs\u003c\/strong\u003e\u003cbr\u003eClutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 68-RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces. The clutch packs that are increased surface area listed below. The Under Drive (Forward) clutch pack surface area is increased by 21 percent, using single sided clutch plates. The Over Drive clutch pack surface area is increased by 17 percent, also using single sided clutch plates, this allows for better clutch control when overdrive is used at higher power levels.\u003c\/p\u003e\u003cp\u003eThe 2C clutch pack surface area is increased by 34 percent, using double sided frictions. The 4C clutch pack surface area is increased by 34 percent, using double sided frictions. The weak mechanical low one-way sprag is replaced with a stronger roller clutch design that used a cam and roller system. The factory low sprag not only has a very weak torque capacity, but it also fails from lack of proper lubrication. The stronger low roller clutch design used by ATS prevents the higher mileage failure associated with the sprag-type clutch.\u003c\/p\u003e\u003cp\u003eAlthough the new cam and roller low roller clutch design is much stronger it still has imitations; the Co-Pilot transmission controller contains a direct function to route power around the mechanical clutch when extreme power levels are sensed. You will read more about this in the Co-Pilot section below.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eValve Body\u003c\/strong\u003e\u003cbr\u003eHeat in the 68RFE transmission causes the stock thin cast channel plate in the valve body to warp, causing cross leaks and poor shift performance. To combat this common issue, ATS designed the BilletProof Channel Plate: A stress relieved 1 inch thick aluminum tooling plate precisely CNC machined to include all valve body channels, vent holes, and even includes pressure testing ports with engraved labels. Critical channels have been enlarged to allow additional fluid to feed the clutch packs ensuring a quick fill time. A crisp, smooth, strong shift quality will be immediately noticed after installation of the ATS 68RFE billet channel plate valve body assembly, and all of the problems that are associated with cross leaks will be eliminated.\u003c\/p\u003e\u003cp\u003eThe valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve an flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body.\u003c\/p\u003e\u003cp\u003eHydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations. \u003cbr\u003e\u003cbr\u003e\u003cstrong\u003eBillet Channel Plate Valve Body Features:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e1 inch thick billet-machined aluminum channel plate with enlarged critical channels\u003c\/li\u003e\n\u003cli\u003eIncreased fluid to clutch packs\u003c\/li\u003e\n\u003cli\u003eIncludes pressure testing ports\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eShafts\u003c\/strong\u003e\u003cbr\u003eThere are three shafts in the 68-RFE that are of some concern. The forward hub\/shaft, Intermediate hub\/shaft and the input shaft. The forward hub\/shaft is reinforced to eliminate breakage. The Intermediate hub\/shaft is reinforced to eliminate breakage. The billet input shaft is an optional upgrade included in stages 2, 3, and 4, and is made made from 300M billet material just like our 47-RE and 48-RE shafts.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eCase and Pan\u003c\/strong\u003e\u003cbr\u003eThe main transmission case does not require a lot of conditioning aside from a few small hydraulic modifications to allow for proper oil flow. At higher power levels the transmission case does need to be strengthened. This is a simple fix that is taken care of with the optional heavy-duty transmission pan, which was designed in part to act as a girdle, thus eliminating the flex in the case. The large over sized pan also provides for an additional 5 quarts of ATF allowing the transmission to run cooler.\u003cbr\u003e \u003cbr\u003e\u003cstrong\u003eATS Co-Pilot Transmission Controller\u003c\/strong\u003e\u003cbr\u003eCo-Pilot TOW Edition Transmission Controller Kit for 2007.5-Present Dodge with 68RFE Transmission, Plug and Play Line Pressure Controller The 68-RFE is plagued by small clutch packs, weak hard parts, constant slip torque converter lock-up, and inadequate line pressure. Typically, these issues can result in the failure of the stock transmission with just a mild tune or heavy trailer. The Co-Pilot Tow Edition addresses these concerns.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot is:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot consists of a controller, harness and secondary electronics box. The harness plugs into the main transmission connector on the valve body. The harness is completely plug and play for easy installation. The controller mounts in the cab and allows the driver view critical transmission and engine inputs such as line pressure, commanded engine loan and actual engine load. To view the different sensor inputs all you do is depress the up or down arrows. These changes can be made on-the-fly or with the vehicle stopped.\u003cbr\u003eThe secondary electronics box is mounted to the drivers side frame and requires no cutting or fitting.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot Does:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot controls line pressure, clutch timing and more aggressively applies the converter clutch under high torque situations. Line pressure is limited in a stock 68-RFE to 160 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 400hp. The Co-Pilot reads boost pressure and throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the controller.\u003cbr\u003eLine pressure is increased dramatically with the addition of a Valve Body Full Pressure Enable Kit. This kit is installed on any 68-RFE transmission built in house at ATS.\u003c\/p\u003e\u003cp\u003eThe kit can also be installed on a stock transmission to safely allow line pressure to increase to 270 plus PSI. While the installation of the kit isnt necessary, it will increase the performance of the Co-Pilot to its fullest potential. We recommend installing one of our modified valve bodies to fully address all of the internal hydraulic issues with the 68-RFE Valve body.\u003c\/p\u003e\u003cp\u003eThe Co-Pilot has a huge advantage over TCM programing on 2013 and newer trucks because of the way the factory TCM is designed. When the higher line pressure modifications are done to the Valve body on a truck that is 2013 and newer aftermarket TCM tuning that is used will cause a radical pressure variation that spikes line pressure causing lots of problems. For this reason you will fine TCM tuning is not desired on these newer truck and when TCM tuning is used the tuners do not allow for full line pressure increases like the Co-Pilot does, the Co-Pilot utilizing its dynamic closed loop control addresses this with an averaging circuit that provides a very smooth and controllable line pressure rise up to 270PSI.\u003c\/p\u003e\u003cp\u003eClutch timing is programmed into the Co-Pilot and crucial to clutch pack life. On any 68-RFE transmission, clutch timing is optimized to reduce wear on clutch packs, efficiently transfer power and increase reliability.\u003c\/p\u003e\u003cp\u003eThe torque converter lock-up apply on a stock 68-RFE leaves a lot to be desired. The factory TCM will command lock-up at a very low speed when at light throttle, this causes a sluggish condition, low boost and poor drivability. The ATS 68RFE Co-Pilot will more firmly lock the converter clutch during apply, this allows the inherent torque of the Cummins engine to be used for better efficiency and performance.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eModes Available in Co-Pilot:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eSetting 1 (down or all the way to the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the position of the TPS is. No Lights=0 percent and 5 lights=100 percent\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 2 (One position from far right)\u003cul\u003e\u003cli\u003eThis mode shows you what the Boost sensor is seeing. No Lights=0 PSI Boost and 5 lights=40 PSI Boost\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 3 (Two positions from the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the actual transmission line pressure is No Lights=100 PSI line pressure and 5 lights=260 PSI Line pressure.\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003ePackage Includes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS 4WD 68RFE Performance Automatic Transmission Assembly\u003c\/li\u003e\n\u003cli\u003eATS Billet Input Shaft\u003c\/li\u003e\n\u003cli\u003eATS 68RFE Workhorse Performance Torque Converter\u003c\/li\u003e\n\u003cli\u003eATS Co-Pilot Transmission Controller\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eNotable Transmission Upgrades:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS Billet Input Shaft Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Deep Transmission Pan w\/ Drain Plug (increases capacity by 5 quarts)\u003c\/li\u003e\n\u003cli\u003eATS Transmission Case Brace (strengthens the transmission case)\u003c\/li\u003e\n\u003cli\u003eATS Billet Channel Plate Valve Body (will not warp or crack like the stock cast channel plate)\u003cul\u003e\n\u003cli\u003eATS Billet Accumulator Pistons w\/ Advanced Sealing Design\u003c\/li\u003e\n\u003cli\u003eATS Separator Plate and Gaskets\u003c\/li\u003e\n\u003cli\u003eATS Extra-Thick Accumulator Cover Plate\u003c\/li\u003e\n\u003cli\u003eNew OEM Solenoid Pack\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eATS Billet Pump Assembly\u003cul\u003e\n\u003cli\u003eOversized Pump Gears\u003c\/li\u003e\n\u003cli\u003eUpdated Pressure Regulator Valve\u003c\/li\u003e\n\u003cli\u003eHeavy Duty Stator Bolts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eReinforced Underdrive and Overdrive Clutch Hubs\u003c\/li\u003e\n\u003cli\u003eUpgraded Lower Roller Clutch Replaces Weak One-Way Sprag\u003c\/li\u003e\n\u003cli\u003ePerformance Forward Clutch Pack w\/ ATS Design Allowing an Additional 21 percent of Surface Are\u003c\/li\u003e\n\u003cli\u003ePerformance Overdrive Clutch Pack w\/ ATS Design Allowing an Additional 17 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 2C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 4C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003eATS Billet 4C Spring Cage Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Billet Filter Coupler\u003c\/li\u003e\n\u003cli\u003eAll New Gaskets, Seals, and Pistons\u003c\/li\u003e\n\u003cli\u003eBoth Filters Replaced with New Ones\u003c\/li\u003e\n\u003cli\u003eCase is Thoroughly Inspected, Cleaned, and Painted\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e68RFE Transmission Package 4WD 2012-2018 RAM 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eEngine Years: 2012-2018 RAM\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge\/RAM\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eDrive: 4WD\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eStage: Stage 2\u003c\/li\u003e\n\u003cli\u003eWarranty: 1 Year\/100k\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614039281,"sku":"309-524-2380","price":9144.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-524-2380-FSMF_a7f1820b-a3b3-49de-922d-b29dbc6de3bd.png?v=1789173451"},{"product_id":"stage-2-68rfe-transmission-package-4wd-07-5-11-dodge-ram-6-7l-cummins-ats-diesel-performance","title":"Stage 2 68RFE Transmission Package, 4WD, 07.5-11 Dodge RAM 6.7L Cummins ATS Diesel Performance","description":"\u003cp\u003eThere are many things that need to be understood about the RAM 68-RFE transmission. This transmission was originally designed to be very inexpensive to manufacture. This approach forced the original designers to cut corners in size and quality of materials that could be used. On a positive note, the technology that is utilized in the transmission is leading edge; this advanced technology has forced the aftermarket to completely rethink how to modify and control the transmission so that it can still perform and remain reliable while modifying the engine to have higher power levels over stock.\u003c\/p\u003e\u003cp\u003eATS has developed a combined technology utilizing recalibration of the hydraulic circuits inside the transmission, including revamped accumulator rates, reprogramed clutch to clutch apply and release timings, and line pressure rise rate to perfectly match the torque output of the engine. These enhancements, along with other key hydraulic modifications which ATS makes, must be done to ensure the clutch packs have the correct apply and release rates when commanded on or off.\u003c\/p\u003e\u003cp\u003eAs well, the transmission hard parts have many limiting weaknesses which do not allow for increased power levels over stock. Specifically, the light duty shafts and hubs, and the low one-way sprag; these hard part weaknesses must be addressed. Some of the areas that are addressed by ATS to complete the performance transmission upgrade package are listed below, starting at the front of the transmission working towards the back.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003ePump Assembly\u003c\/strong\u003e\u003cbr\u003eThe torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter, along with regulating minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign also eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure. The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the TCM. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horsepower levels.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eRotating Clutch Drum Assembly and Clutch Packs\u003c\/strong\u003e\u003cbr\u003eClutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 68-RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces. The clutch packs that are increased surface area listed below. The Under Drive (Forward) clutch pack surface area is increased by 21 percent, using single sided clutch plates. The Over Drive clutch pack surface area is increased by 17 percent, also using single sided clutch plates, this allows for better clutch control when overdrive is used at higher power levels.\u003c\/p\u003e\u003cp\u003eThe 2C clutch pack surface area is increased by 34 percent, using double sided frictions. The 4C clutch pack surface area is increased by 34 percent, using double sided frictions. The weak mechanical low one-way sprag is replaced with a stronger roller clutch design that used a cam and roller system. The factory low sprag not only has a very weak torque capacity, but it also fails from lack of proper lubrication. The stronger low roller clutch design used by ATS prevents the higher mileage failure associated with the sprag-type clutch.\u003c\/p\u003e\u003cp\u003eAlthough the new cam and roller low roller clutch design is much stronger it still has imitations; the Co-Pilot transmission controller contains a direct function to route power around the mechanical clutch when extreme power levels are sensed. You will read more about this in the Co-Pilot section below.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eValve Body\u003c\/strong\u003e\u003cbr\u003eHeat in the 68RFE transmission causes the stock thin cast channel plate in the valve body to warp, causing cross leaks and poor shift performance. To combat this common issue, ATS designed the BilletProof Channel Plate: A stress relieved 1 inch thick aluminum tooling plate precisely CNC machined to include all valve body channels, vent holes, and even includes pressure testing ports with engraved labels. Critical channels have been enlarged to allow additional fluid to feed the clutch packs ensuring a quick fill time. A crisp, smooth, strong shift quality will be immediately noticed after installation of the ATS 68RFE billet channel plate valve body assembly, and all of the problems that are associated with cross leaks will be eliminated.\u003c\/p\u003e\u003cp\u003eThe valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve an flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body.\u003c\/p\u003e\u003cp\u003eHydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations. \u003cbr\u003e\u003cbr\u003e\u003cstrong\u003eBillet Channel Plate Valve Body Features:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e1 inch thick billet-machined aluminum channel plate with enlarged critical channels\u003c\/li\u003e\n\u003cli\u003eIncreased fluid to clutch packs\u003c\/li\u003e\n\u003cli\u003eIncludes pressure testing ports\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eShafts\u003c\/strong\u003e\u003cbr\u003eThere are three shafts in the 68-RFE that are of some concern. The forward hub\/shaft, Intermediate hub\/shaft and the input shaft. The forward hub\/shaft is reinforced to eliminate breakage. The Intermediate hub\/shaft is reinforced to eliminate breakage. The billet input shaft is an optional upgrade included in stages 2, 3, and 4, and is made made from 300M billet material just like our 47-RE and 48-RE shafts.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eCase and Pan\u003c\/strong\u003e\u003cbr\u003eThe main transmission case does not require a lot of conditioning aside from a few small hydraulic modifications to allow for proper oil flow. At higher power levels the transmission case does need to be strengthened. This is a simple fix that is taken care of with the optional heavy-duty transmission pan, which was designed in part to act as a girdle, thus eliminating the flex in the case. The large over sized pan also provides for an additional 5 quarts of ATF allowing the transmission to run cooler.\u003cbr\u003e \u003cbr\u003e\u003cstrong\u003eATS Co-Pilot Transmission Controller\u003c\/strong\u003e\u003cbr\u003eCo-Pilot TOW Edition Transmission Controller Kit for 2007.5-Present Dodge with 68RFE Transmission, Plug and Play Line Pressure Controller The 68-RFE is plagued by small clutch packs, weak hard parts, constant slip torque converter lock-up, and inadequate line pressure. Typically, these issues can result in the failure of the stock transmission with just a mild tune or heavy trailer. The Co-Pilot Tow Edition addresses these concerns.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot is:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot consists of a controller, harness and secondary electronics box. The harness plugs into the main transmission connector on the valve body. The harness is completely plug and play for easy installation. The controller mounts in the cab and allows the driver view critical transmission and engine inputs such as line pressure, commanded engine loan and actual engine load. To view the different sensor inputs all you do is depress the up or down arrows. These changes can be made on-the-fly or with the vehicle stopped.\u003cbr\u003eThe secondary electronics box is mounted to the drivers side frame and requires no cutting or fitting.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot Does:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot controls line pressure, clutch timing and more aggressively applies the converter clutch under high torque situations. Line pressure is limited in a stock 68-RFE to 160 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 400hp. The Co-Pilot reads boost pressure and throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the controller.\u003cbr\u003eLine pressure is increased dramatically with the addition of a Valve Body Full Pressure Enable Kit. This kit is installed on any 68-RFE transmission built in house at ATS.\u003c\/p\u003e\u003cp\u003eThe kit can also be installed on a stock transmission to safely allow line pressure to increase to 270 plus PSI. While the installation of the kit isnt necessary, it will increase the performance of the Co-Pilot to its fullest potential. We recommend installing one of our modified valve bodies to fully address all of the internal hydraulic issues with the 68-RFE Valve body.\u003c\/p\u003e\u003cp\u003eThe Co-Pilot has a huge advantage over TCM programing on 2013 and newer trucks because of the way the factory TCM is designed. When the higher line pressure modifications are done to the Valve body on a truck that is 2013 and newer aftermarket TCM tuning that is used will cause a radical pressure variation that spikes line pressure causing lots of problems. For this reason you will fine TCM tuning is not desired on these newer truck and when TCM tuning is used the tuners do not allow for full line pressure increases like the Co-Pilot does, the Co-Pilot utilizing its dynamic closed loop control addresses this with an averaging circuit that provides a very smooth and controllable line pressure rise up to 270PSI.\u003c\/p\u003e\u003cp\u003eClutch timing is programmed into the Co-Pilot and crucial to clutch pack life. On any 68-RFE transmission, clutch timing is optimized to reduce wear on clutch packs, efficiently transfer power and increase reliability.\u003c\/p\u003e\u003cp\u003eThe torque converter lock-up apply on a stock 68-RFE leaves a lot to be desired. The factory TCM will command lock-up at a very low speed when at light throttle, this causes a sluggish condition, low boost and poor drivability. The ATS 68RFE Co-Pilot will more firmly lock the converter clutch during apply, this allows the inherent torque of the Cummins engine to be used for better efficiency and performance.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eModes Available in Co-Pilot:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eSetting 1 (down or all the way to the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the position of the TPS is. No Lights=0 percent and 5 lights=100 percent\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 2 (One position from far right)\u003cul\u003e\u003cli\u003eThis mode shows you what the Boost sensor is seeing. No Lights=0 PSI Boost and 5 lights=40 PSI Boost\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 3 (Two positions from the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the actual transmission line pressure is No Lights=100 PSI line pressure and 5 lights=260 PSI Line pressure.\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003ePackage Includes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS 4WD 68RFE Performance Automatic Transmission Assembly\u003c\/li\u003e\n\u003cli\u003eATS Billet Input Shaft\u003c\/li\u003e\n\u003cli\u003eATS 68RFE Workhorse Performance Torque Converter\u003c\/li\u003e\n\u003cli\u003eATS Co-Pilot Transmission Controller\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eNotable Transmission Upgrades:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS Billet Input Shaft Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Deep Transmission Pan w\/ Drain Plug (increases capacity by 5 quarts)\u003c\/li\u003e\n\u003cli\u003eATS Transmission Case Brace (strengthens the transmission case)\u003c\/li\u003e\n\u003cli\u003eATS Billet Channel Plate Valve Body (will not warp or crack like the stock cast channel plate)\u003cul\u003e\n\u003cli\u003eATS Billet Accumulator Pistons w\/ Advanced Sealing Design\u003c\/li\u003e\n\u003cli\u003eATS Separator Plate and Gaskets\u003c\/li\u003e\n\u003cli\u003eATS Extra-Thick Accumulator Cover Plate\u003c\/li\u003e\n\u003cli\u003eNew OEM Solenoid Pack\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eATS Billet Pump Assembly\u003cul\u003e\n\u003cli\u003eOversized Pump Gears\u003c\/li\u003e\n\u003cli\u003eUpdated Pressure Regulator Valve\u003c\/li\u003e\n\u003cli\u003eHeavy Duty Stator Bolts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eReinforced Underdrive and Overdrive Clutch Hubs\u003c\/li\u003e\n\u003cli\u003eUpgraded Lower Roller Clutch Replaces Weak One-Way Sprag\u003c\/li\u003e\n\u003cli\u003ePerformance Forward Clutch Pack w\/ ATS Design Allowing an Additional 21 percent of Surface Are\u003c\/li\u003e\n\u003cli\u003ePerformance Overdrive Clutch Pack w\/ ATS Design Allowing an Additional 17 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 2C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 4C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003eATS Billet 4C Spring Cage Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Billet Filter Coupler\u003c\/li\u003e\n\u003cli\u003eAll New Gaskets, Seals, and Pistons\u003c\/li\u003e\n\u003cli\u003eBoth Filters Replaced with New Ones\u003c\/li\u003e\n\u003cli\u003eCase is Thoroughly Inspected, Cleaned, and Painted\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e68RFE Transmission Package 4WD 2007.5-2018 Dodge RAM 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eEngine Years: 2007.5-2018 Dodge RAM\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge\/RAM\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eDrive: 4WD\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eStage: Stage 2\u003c\/li\u003e\n\u003cli\u003eWarranty: 1 Year\/100k\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614006513,"sku":"309-524-2326","price":9144.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-524-2326-FSMF.png?v=1789173341"},{"product_id":"e4od-stage-2-package-1995-98-ford-2wd-ats-diesel","title":"E4Od Stage 2 Package 1995-98 Ford 2Wd ATS Diesel","description":"\u003cp\u003eThe Ford E4OD transmission was designed to fit behind various powerplants ? including gas and diesel engines. Most failures revolve around the torque of the diesel motor, especially when power is increased over stock. The good news is that the framework of the E4OD allows for substantial increases in reliability and capability.\u003c\/p\u003e\n\u003cp\u003eThe Stage 2 package adds a billet input shaft for increased reliability when towing heavy loads, under modified power levels or street performance. The billet input shaft is designed to withstand greater torsional loads than the factory shaft, thus increasing reliability. The shaft is made of billet 300M material and precisely machined for an exact fit.\u003c\/p\u003e\n\u003cp\u003eThe ATS Stage 2 Package is designed for trucks that are used for light\/moderate\/heavy towing, greater-than-stock power levels and street performance. The transmission package comes with a 5 year\/500,000 mile warranty.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eE4OD Stage 2 Package 1989-1991 Ford 2WD\u003c\/li\u003e\n\u003cli\u003eATS Five Star Torque Converter featuring a billet cover, five lock-up clutches, available in either low or high stall configurations\u003c\/li\u003e\n\u003cli\u003eATS billet input shaft\u003c\/li\u003e\n\u003cli\u003eHigh performance overdrive, intermediate and forward clutch packs, with one additional clutch added per section\u003c\/li\u003e\n\u003cli\u003eModified transmission pump to increase line pressure, which provides increased clamping force on the clutch packs\u003c\/li\u003e\n\u003cli\u003eModified valve body that focuses around precise shifts, increase line pressure and increasing the torque capacity of the E4OD\u003c\/li\u003e\n\u003cli\u003eNew bearings, seals and gaskets\u003c\/li\u003e\n\u003cli\u003eNew low roller clutch, heavy duty intermediate sprag, bonded coast and overdrive pistons\u003c\/li\u003e\n\u003cli\u003eATS Deep Transmission Pan which adds 5 quarts of fluid over stock, which helps keep the transmission cool\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Powerstroke\u003c\/li\u003e\n\u003cli\u003eMake: Ford\u003c\/li\u003e\n\u003cli\u003eModels: F-250\/F-350\/F-450\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eTransmission Model: E4OD\u003c\/li\u003e\n\u003cli\u003eWarranty: 5 year\/500,000 mile warranty\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614072049,"sku":"309-922-3176","price":5669.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-922-3176-FSMF_7bba9874-f7d7-413c-9663-7e5221f1c02d.jpg?v=1789172147"},{"product_id":"stage-4-68rfe-transmission-package-2wd-12-18-ram-6-7l-cummins-ats-diesel-performance","title":"Stage 4 68RFE Transmission Package 2WD 12-18 RAM 6.7L Cummins ATS Diesel Performance","description":"\u003cp\u003eThere are many things that need to be understood about the RAM 68-RFE transmission. This transmission was originally designed to be very inexpensive to manufacture. This approach forced the original designers to cut corners in size and quality of materials that could be used. On a positive note, the technology that is utilized in the transmission is leading edge; this advanced technology has forced the aftermarket to completely rethink how to modify and control the transmission so that it can still perform and remain reliable while modifying the engine to have higher power levels over stock.\u003c\/p\u003e\u003cp\u003eATS has developed a combined technology utilizing recalibration of the hydraulic circuits inside the transmission, including revamped accumulator rates, reprogramed clutch to clutch apply and release timings, and line pressure rise rate to perfectly match the torque output of the engine. These enhancements, along with other key hydraulic modifications which ATS makes, must be done to ensure the clutch packs have the correct apply and release rates when commanded on or off.\u003c\/p\u003e\u003cp\u003eAs well, the transmission hard parts have many limiting weaknesses which do not allow for increased power levels over stock. Specifically, the light duty shafts and hubs, and the low one-way sprag; these hard part weaknesses must be addressed. Some of the areas that are addressed by ATS to complete the performance transmission upgrade package are listed below, starting at the front of the transmission working towards the back.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003ePump Assembly\u003c\/strong\u003e\u003cbr\u003eThe torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter, along with regulating minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign also eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure. The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the TCM. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horsepower levels.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eRotating Clutch Drum Assembly and Clutch Packs\u003c\/strong\u003e\u003cbr\u003eClutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 68-RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces. The clutch packs that are increased surface area listed below. The Under Drive (Forward) clutch pack surface area is increased by 21 percent, using single sided clutch plates. The Over Drive clutch pack surface area is increased by 17 percent, also using single sided clutch plates, this allows for better clutch control when overdrive is used at higher power levels.\u003c\/p\u003e\u003cp\u003eThe 2C clutch pack surface area is increased by 34 percent, using double sided frictions. The 4C clutch pack surface area is increased by 34 percent, using double sided frictions. The weak mechanical low one-way sprag is replaced with a stronger roller clutch design that used a cam and roller system. The factory low sprag not only has a very weak torque capacity, but it also fails from lack of proper lubrication. The stronger low roller clutch design used by ATS prevents the higher mileage failure associated with the sprag-type clutch.\u003c\/p\u003e\u003cp\u003eAlthough the new cam and roller low roller clutch design is much stronger it still has imitations; the Co-Pilot transmission controller contains a direct function to route power around the mechanical clutch when extreme power levels are sensed. You will read more about this in the Co-Pilot section below.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eValve Body\u003c\/strong\u003e\u003cbr\u003eHeat in the 68RFE transmission causes the stock thin cast channel plate in the valve body to warp, causing cross leaks and poor shift performance. To combat this common issue, ATS designed the BilletProof Channel Plate: A stress relieved 1 inch thick aluminum tooling plate precisely CNC machined to include all valve body channels, vent holes, and even includes pressure testing ports with engraved labels. Critical channels have been enlarged to allow additional fluid to feed the clutch packs ensuring a quick fill time. A crisp, smooth, strong shift quality will be immediately noticed after installation of the ATS 68RFE billet channel plate valve body assembly, and all of the problems that are associated with cross leaks will be eliminated.\u003c\/p\u003e\u003cp\u003eThe valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 68-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve an flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body.\u003c\/p\u003e\u003cp\u003eHydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator piston seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations. \u003cbr\u003e\u003cbr\u003e\u003cstrong\u003eBillet Channel Plate Valve Body Features:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e1 inch thick billet-machined aluminum channel plate with enlarged critical channels\u003c\/li\u003e\n\u003cli\u003eIncreased fluid to clutch packs\u003c\/li\u003e\n\u003cli\u003eIncludes pressure testing ports\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eShafts\u003c\/strong\u003e\u003cbr\u003eThere are three shafts in the 68-RFE that are of some concern. The forward hub\/shaft, Intermediate hub\/shaft and the input shaft. The forward hub\/shaft is reinforced to eliminate breakage. The Intermediate hub\/shaft is reinforced to eliminate breakage. The billet input shaft is an optional upgrade included in stages 2, 3, and 4, and is made made from 300M billet material just like our 47-RE and 48-RE shafts.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eCase and Pan\u003c\/strong\u003e\u003cbr\u003eThe main transmission case does not require a lot of conditioning aside from a few small hydraulic modifications to allow for proper oil flow. At higher power levels the transmission case does need to be strengthened. This is a simple fix that is taken care of with the optional heavy-duty transmission pan, which was designed in part to act as a girdle, thus eliminating the flex in the case. The large over sized pan also provides for an additional 5 quarts of ATF allowing the transmission to run cooler.\u003cbr\u003e \u003cbr\u003e\u003cstrong\u003eATS Co-Pilot Transmission Controller\u003c\/strong\u003e\u003cbr\u003eCo-Pilot TOW Edition Transmission Controller Kit for 2007.5-Present Dodge with 68RFE Transmission, Plug and Play Line Pressure Controller The 68-RFE is plagued by small clutch packs, weak hard parts, constant slip torque converter lock-up, and inadequate line pressure. Typically, these issues can result in the failure of the stock transmission with just a mild tune or heavy trailer. The Co-Pilot Tow Edition addresses these concerns.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot is:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot consists of a controller, harness and secondary electronics box. The harness plugs into the main transmission connector on the valve body. The harness is completely plug and play for easy installation. The controller mounts in the cab and allows the driver view critical transmission and engine inputs such as line pressure, commanded engine loan and actual engine load. To view the different sensor inputs all you do is depress the up or down arrows. These changes can be made on-the-fly or with the vehicle stopped. The secondary electronics box is mounted to the drivers side frame and requires no cutting or fitting.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eWhat the ATS 68-RFE Co-Pilot Does:\u003c\/strong\u003e\u003cbr\u003eThe Co-Pilot controls line pressure, clutch timing and more aggressively applies the converter clutch under high torque situations. Line pressure is limited in a stock 68-RFE to 160 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 400hp. The Co-Pilot reads boost pressure and throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the controller.\u003cbr\u003eLine pressure is increased dramatically with the addition of a Valve Body Full Pressure Enable Kit. This kit is installed on any 68-RFE transmission built in house at ATS.\u003c\/p\u003e\u003cp\u003eThe kit can also be installed on a stock transmission to safely allow line pressure to increase to 270 plus PSI. While the installation of the kit isnt necessary, it will increase the performance of the Co-Pilot to its fullest potential. We recommend installing one of our modified valve bodies to fully address all of the internal hydraulic issues with the 68-RFE Valve body.\u003c\/p\u003e\u003cp\u003eThe Co-Pilot has a huge advantage over TCM programing on 2013 and newer trucks because of the way the factory TCM is designed. When the higher line pressure modifications are done to the Valve body on a truck that is 2013 and newer aftermarket TCM tuning that is used will cause a radical pressure variation that spikes line pressure causing lots of problems. For this reason you will fine TCM tuning is not desired on these newer truck and when TCM tuning is used the tuners do not allow for full line pressure increases like the Co-Pilot does, the Co-Pilot utilizing its dynamic closed loop control addresses this with an averaging circuit that provides a very smooth and controllable line pressure rise up to 270PSI.\u003c\/p\u003e\u003cp\u003eClutch timing is programmed into the Co-Pilot and crucial to clutch pack life. On any 68-RFE transmission, clutch timing is optimized to reduce wear on clutch packs, efficiently transfer power and increase reliability.\u003c\/p\u003e\u003cp\u003eThe torque converter lock-up apply on a stock 68-RFE leaves a lot to be desired. The factory TCM will command lock-up at a very low speed when at light throttle, this causes a sluggish condition, low boost and poor drivability. The ATS 68RFE Co-Pilot will more firmly lock the converter clutch during apply, this allows the inherent torque of the Cummins engine to be used for better efficiency and performance.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eModes Available in Co-Pilot:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eSetting 1 (down or all the way to the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the position of the TPS is. No Lights=0 percent and 5 lights=100 percent\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 2 (One position from far right)\u003cul\u003e\u003cli\u003eThis mode shows you what the Boost sensor is seeing. No Lights=0 PSI Boost and 5 lights=40 PSI Boost\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eSetting 3 (Two positions from the right)\u003cul\u003e\u003cli\u003eThis mode shows you what the actual transmission line pressure is No Lights=100 PSI line pressure and 5 lights=260 PSI Line pressure.\u003c\/li\u003e\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003ePackage Includes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eATS 2WD 68RFE Performance Automatic Transmission Assembly\u003c\/li\u003e\n\u003cli\u003eATS Billet Input Shaft\u003c\/li\u003e\n\u003cli\u003eATS 68RFE Workhorse Performance Torque Converter\u003c\/li\u003e\n\u003cli\u003eATS Co-Pilot Transmission Controller\u003c\/li\u003e\n\u003cli\u003eATS Billet Flexplate\u003c\/li\u003e\n\u003cli\u003eHeavy-Duty Overdrive Clutch Drum (Replaces OEM Part Number: 68029262AA)\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eNotable Transmission Upgrades:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eHeavy-Duty Overdrive Clutch Drum\u003cul\u003e\n\u003cli\u003eIncreases the Overdrive Clutch Surface Area by an Additional 16 percent\u003c\/li\u003e\n\u003cli\u003eSteel Thickness is Doubled, Increasing the Steel Surface Area by 28 percent\u003c\/li\u003e\n\u003cli\u003eBacking Plate Utilizes a Bolt-On Style to Completely Secure the Drum Housing\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eATS Billet Input Shaft Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Deep Transmission Pan w\/ Drain Plug (increases capacity by 5 quarts)\u003c\/li\u003e\n\u003cli\u003eATS Transmission Case Brace (strengthens the transmission case)\u003c\/li\u003e\n\u003cli\u003eATS Billet Channel Plate Valve Body (will not warp or crack like the stock cast channel plate)\u003cul\u003e\n\u003cli\u003eATS Billet Accumulator Pistons w\/ Advanced Sealing Design\u003c\/li\u003e\n\u003cli\u003eATS Separator Plate and Gaskets\u003c\/li\u003e\n\u003cli\u003eATS Extra-Thick Accumulator Cover Plate\u003c\/li\u003e\n\u003cli\u003eNew OEM Solenoid Pack\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eATS Billet Pump Assembly\u003cul\u003e\n\u003cli\u003eOversized Pump Gears\u003c\/li\u003e\n\u003cli\u003eUpdated Pressure Regulator Valve\u003c\/li\u003e\n\u003cli\u003eHeavy Duty Stator Bolts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003eReinforced Underdrive and Overdrive Clutch Hubs\u003c\/li\u003e\n\u003cli\u003eUpgraded Lower Roller Clutch Replaces Weak One-Way Sprag\u003c\/li\u003e\n\u003cli\u003ePerformance Forward Clutch Pack w\/ ATS Design Allowing an Additional 21 percent of Surface Are\u003c\/li\u003e\n\u003cli\u003ePerformance Overdrive Clutches Used in Heavy-Duty Overdrive Clutch Hub\u003c\/li\u003e\n\u003cli\u003ePerformance 2C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003ePerformance 4C Clutch Pack w\/ ATS Design Allowing an Additional 34 percent of Surface Area\u003c\/li\u003e\n\u003cli\u003eATS Billet 4C Spring Cage Upgrade\u003c\/li\u003e\n\u003cli\u003eATS Billet Filter Coupler\u003c\/li\u003e\n\u003cli\u003eAll New Gaskets, Seals, and Pistons\u003c\/li\u003e\n\u003cli\u003eBoth Filters Replaced with New Ones\u003c\/li\u003e\n\u003cli\u003eCase is Thoroughly Inspected, Cleaned, and Painted\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e68RFE Transmission Package 2WD 2012-2018 RAM 6.7L Cummins\u003c\/li\u003e\n\u003cli\u003eEngine Years: 2012-2018 RAM\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge\/RAM\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eDrive: 2WD\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 68RFE\u003c\/li\u003e\n\u003cli\u003eStage: Stage 4\u003c\/li\u003e\n\u003cli\u003eWarranty: 1 Year\/100k\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614104817,"sku":"309-542-2380","price":10484.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-542-2380-FSMF.png?v=1789672282"},{"product_id":"ats-stage-2-allison-lct1000-transmission-package-4wd-2006-2007-6-6l-lly-lbz-lmm-duramax","title":"ATS Stage 2 Allison LCT1000 Transmission Package 4WD 2006-2007 6.6L LLY \/ LBZ \/ LMM Duramax","description":"\u003cp\u003eATS Stage 2 Allison LCT1000 Transmission Package, 4WD, 2006-2007 6.6L LLY \/ LBZ \/ LMM Duramax.\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 4WD 2006-2007 Allison LCT1000 Performance Transmission\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Five Star Torque Converter (302-950-4248)\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Deep Transmission Pan (301-900-4248)\n\u003c\/li\u003e\u003cli\u003eATS Co-Pilot Transmission Controller (601-924-4308)\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614596337,"sku":"309-824-4308","price":6994.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-824-4308-FSMF.jpg?v=1787089373"},{"product_id":"618-stage-1-package-1990-93-dodge-2wd-ats-diesel","title":"618 Stage 1 Package 1990-93 Dodge 2Wd ATS Diesel","description":"\u003cp\u003eServing truck enthusiasts for nearly two decades, ATS invents, designs, manufactures, and sells the world's most innovative diesel truck performance products-over 600 products for one-stop shopping. Whether you need power and efficiency for towing, off-road, recreation, or racing, ATS Diesel Performance can meet your needs, quickly and at a reasonable cost.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eNew performance forward clutch pack and steels with 1 added friction\u003c\/li\u003e\n\u003cli\u003eNew performance direct clutch pack and steels with 1 added friction\u003c\/li\u003e\n\u003cli\u003eLow\/reverse band replaced with Borg Warner Red Lining performance band\u003c\/li\u003e\n\u003cli\u003eIntermediate\/2nd gear band replaced with Borg Warner Red Lining performance band\u003c\/li\u003e\n\u003cli\u003e1:5.0 band apply lever\u003c\/li\u003e\n\u003cli\u003eBillet Band strut\u003c\/li\u003e\n\u003cli\u003eBillet accumulator piston\u003c\/li\u003e\n\u003cli\u003ePrecision machined forward pressure plate (machined step)\u003c\/li\u003e\n\u003cli\u003ePrecision machined lower forward pressure plate (machined flat)\u003c\/li\u003e\n\u003cli\u003ePrecision machined overdrive brake pressure plate (machined flat)\u003c\/li\u003e\n\u003cli\u003eNew direct pressure plate\u003c\/li\u003e\n\u003cli\u003ePerformance low\/reverse one-way clutch\u003c\/li\u003e\n\u003cli\u003eMachined TV valve sleeve (prevents sticking TV valve)\u003c\/li\u003e\n\u003cli\u003eAbility to circulate fluid to the torque converter in park\/reverse\/neutral\u003c\/li\u003e\n\u003cli\u003eIncrease line pressure\u003c\/li\u003e\n\u003cli\u003eImprove shift quality and firmness\u003c\/li\u003e\n\u003cli\u003eGasket and seal overhaul kit\u003c\/li\u003e\n\u003cli\u003eBearings and bushing\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge Diesel\u003c\/li\u003e\n\u003cli\u003eModels: 2500\/3500\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 618\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614924017,"sku":"309-912-2116","price":5029.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-912-2116-FSMF.jpg?v=1789171222"},{"product_id":"ats-stage-4-allison-lct1000-transmission-package-4wd-2004-5-2005-6-6l-lly-duramax","title":"ATS Stage 4 Allison LCT1000 Transmission Package 4WD 2004.5-2005 6.6L LLY Duramax","description":"\u003cp\u003eATS Stage 4 Allison LCT1000 Transmission Package, 4WD, 2004.5-2005 6.6L LLY Duramax.\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 4WD 2004.5-2005 Allison LCT1000 Performance Transmission\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Five Star Torque Converter (302-950-4248)\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Deep Transmission Pan (301-900-4248)\n\u003c\/li\u003e\u003cli\u003eATS Co-Pilot Transmission Controller (601-924-4248)\n\u003c\/li\u003e\u003cli\u003eBillet Input Shaft\n\u003c\/li\u003e\u003cli\u003eBillet Output Shaft\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614989553,"sku":"309-844-4290","price":8579.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-844-4290-FSMF.jpg?v=1787093960"},{"product_id":"ats-stage-4-545rfe-transmission-package-4wd-2003-2009-chrysler-4-7l-5-7l","title":"ATS Stage 4 545RFE Transmission Package 4WD 2003-2009 Chrysler 4.7L \/ 5.7L","description":"\u003cp\u003eATS Stage 4 545RFE Transmission Package, 4WD, 2003-2009 Chrysler 4.7L\/5.7L\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 4WD 2003-2009 545RFE Performance Transmission Assembly\n\u003c\/li\u003e\u003cli\u003eATS Billet Channel Plate Valve Body\n\u003c\/li\u003e\u003cli\u003eATS Transmission Case Brace (314-169-2326)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE TruLok Billet Torque Converter (302-915-9272)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE Deep Transmission Pan (301-900-9272)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE Co-Pilot Transmission Controller (601-900-9272)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE Billet Pump Assembly\n\u003c\/li\u003e\u003cli\u003eHD Overdrive Clutch Drum\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557614956785,"sku":"309-844-9272","price":7544.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/ATS-Stage-4-545RFE-Transmission-Package-4WD-2003-2009-Chrysler-4.7L-5.7L-ATS-Diesel-Performance-179322358.jpg?v=1789490466"},{"product_id":"ats-stage-5-allison-lct1000-transmission-package-2wd-2011-2016-6-6l-lml-duramax","title":"ATS Stage 5 Allison LCT1000 Transmission 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Title","offer_id":48557615120625,"sku":"309-852-4362","price":10514.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-852-4362-FSMF.jpg?v=1787086092"},{"product_id":"ats-stage-4-allison-lct1000-transmission-package-4wd-w-pto-2011-2016-6-6l-lml-duramax","title":"ATS Stage 4 Allison LCT1000 Transmission Package 4WD w\/ PTO 2011-2016 6.6L LML Duramax","description":"\u003cp\u003eATS Stage 4 Allison LCT1000 Transmission Package, 4WD, w\/ PTO, 2011-2016 6.6L LML Duramax.\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 4WD w\/ PTO 2011-2016 Allison LCT1000 Performance Transmission\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Five Star Torque Converter (302-950-4368)\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Deep Transmission Pan (301-900-4248)\n\u003c\/li\u003e\u003cli\u003eATS Co-Pilot Transmission Controller (601-924-4368)\n\u003c\/li\u003e\u003cli\u003eBillet Input Shaft\n\u003c\/li\u003e\u003cli\u003eBillet Output Shaft\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557615153393,"sku":"309-845-4362","price":8579.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-845-4362-FSMF.jpg?v=1787086382"},{"product_id":"ats-stage-3-allison-lct1000-transmission-package-4wd-w-pto-2004-5-2005-6-6l-lly-duramax","title":"ATS Stage 3 Allison LCT1000 Transmission Package 4WD w\/ PTO 2004.5-2005 6.6L LLY Duramax","description":"\u003cp\u003eATS Stage 3 Allison LCT1000 Transmission Package, 4WD, w\/ PTO, 2004.5-2005 6.6L LLY Duramax.\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 4WD w\/ PTO 2004.5-2005 Allison LCT1000 Performance Transmission\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Five Star Torque Converter 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In re-designing the 47RE, ATS addressed inherent weaknesses to produce a strong, reliable transmission for towing, daily driving or racing. The result is a transmission featuring:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFive Star billet torque converter\u003c\/li\u003e\n\u003cli\u003ePerformance transmission pump\u003c\/li\u003e\n\u003cli\u003eModified high performance clutch packs\/bands and steels\u003c\/li\u003e\n\u003cli\u003eValve body built around reliability and increased transmission life\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe modification process began with the torque converter. Instead of a stamped converter with a single lock-up clutch, the ATS Stage 1 47RE comes with our patented Five-Star torque converter. Utilizing a billet 12 bolt cover, five square tab lock-up clutches, a billet stator and other modifications, this converter is designed for heavy loads, years of reliability and brute power.\u003c\/p\u003e\n\u003cp\u003eThe goal is to efficiently transfer your 12 or 24V Cummins power through the converter into the transmission. In order to handle the increased efficiency of the converter, we addressed the 47RE from bellhousing to tailshaft. The transmission's pump is modified to progressive raise line pressure, above the factory settings, to provide clamping force to the clutch packs. High-performance clutch packs are then added.\u003c\/p\u003e\n\u003cp\u003ePressure plates are precisely machined to add 1 more forward and 1 more direct clutch. High performance bands, billet band strut, billet accumulator piston, and heavy duty overdrive bearings strengthen the clutch pack\/band assembly. Next is the valve body. Dodge 47RE transmissions can be plagued by sticking throttle valve issues. The valve controls shift timing and fluid flow to the clutch packs. When the valve sticks, there can be a no up-shift condition.In time, this can wear on the clutch packs and internals to hasten the transmission's life.\u003c\/p\u003e\n\u003cp\u003eATS machines the bore to accept a Teflon sleeve, this ensures precise movement and control of the valve. In addition, the valve body is modified to circulate fluid in park, reverse and neutral, capable of locking the torque converter in any forward gear, and raising line pressure vs. stock. The Stage 1 (as well as all ATS Transmission Packages) comes standard with the ATS Deep Pan. Featuring a finned design to dissipate heat, and adding five quarts of fluid vs. stock, the pan helps keep the transmission running cool.\u003c\/p\u003e\n\u003cp\u003eThe ATS 47RE Stage 1 is designed for trucks with stock to mild power increases, light towing and daily driving. For moderate to extreme power applications, heavy towing or competition use, call ATS to discuss which transmission package would fit your application. All ATS transmission packages come backed with a 5 year \/ 500,000 mile warranty.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eStage 1 Package 1998.5 - Early 1999 Dodge 2WD 47R\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge Diesel\u003c\/li\u003e\n\u003cli\u003eModels: 2500\/3500\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eDrive: 2WD\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 47RH\u003c\/li\u003e\n\u003cli\u003eWarranty:5 year\/500,000 mile warranty\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557615251697,"sku":"309-912-2218","price":5109.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-912-2218-FSMF_f3dbe403-e12b-41af-8c77-4da10468c513.jpg?v=1789171745"},{"product_id":"stage-1-6r140-package-2011-ford-superduty-4wd-ats-diesel","title":"Stage 1 6R140 Package 2011-2014 Ford Superduty 4Wd ATS Diesel","description":"\u003cp\u003eATS Stage 1 6R140 Transmission Package, 4WD, 2011-2014 Ford 6.7L Power Stroke. Package Includes: -ATS 4WD 6R140 Performance Transmission -ATS Five Star Torque Converter (302-950-3368) -ATS Deep Transmission Pan (301-900-3368)\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eATS 6R140 Billet Transmission Package\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFitment: 2011-2014 Ford 6.7L Power Stroke\u003c\/li\u003e\n\u003cli\u003eATS Billet Transmission - 6R140\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe new 6R140 from Ford is one of the most exciting transmissions on the market today. The new 6R140 was released to replace the previous 5R110 unit. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7L Power Stroke it also upgraded to the 6R140 transmission. The new Ford 6R140 transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by the Ford Motor Company. The transmission features a very deep first gear (great for towing and moving mountains) with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear 0.858:1, 6th gear 0.674:1.\u003cbr\u003e\u003cstrong\u003eMain 6R140 Gear Box\u003c\/strong\u003e\u003cbr\u003eThe 6R140 transmission requires many upgrades in order for it to hold up to the Power Stroke mighty 6.7L Power Stroke engine. Not only does the factory transmission fail on trucks with minor upgrades, but even trucks in stock form have been known to be too powerful for the stock transmission. A heavy-duty truck needs parts which can stand up to heavy trailers, stop-and-go commutes to work, or high-horsepower applications.\u003c\/p\u003e\n\u003cp\u003eThat's why ATS modifies the transmission to make it the strongest and most reliable part of your drivetrain. With the many shortcomings of the 6R140, none are more important than the clutch packs. This is what takes the power and transmits it to the rear wheels. We increase the clutch count in the 3-4 and overdrive clutch packs which allow much higher torque capacity in each gear. Clutch material is also essential which is why we use a combination of BorgWarner and Raybestos clutch packs which has both high torque strength as well as longevity and reliability.\u003cbr\u003e\u003cstrong\u003ePump Assembly\u003c\/strong\u003e\u003cbr\u003eThe factory pump on the 6R140 often fails from the loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing fails catastrophic failure can and will occur destroying the transmission. Our ATS bearing support ensures normal operation back to the pump.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eThe Deep Pan\u003c\/strong\u003e\u003cbr\u003eThe ATS 6R140 Transmission Pan for your 2011-2014 Ford Super Duty 6.7L Power Stroke provides increased fluid and cooling capacity for the automatic transmission in your truck. Built from heavy-duty T6 cast aluminum and powder coated with machined cooling fins, these pans will look great and perform for the lifetime of your truck. This transmission pan is a bolt-on replacement and will hold 6 quarts of fluid over stock with an overall height of 5\".\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eATS Billet Flex Plate\u003c\/strong\u003e\u003cbr\u003eATS Stage 1 6R140 Transmission Package, 2WD, w\/ PTO, 2011-2014 Ford 6.7L Power Stroke. Package Includes: -ATS 2WD 6R140 Performance Transmission w\/ PTO -ATS Five Star Torque Converter (302-950-3368) -ATS Deep Transmission Pan (301-900-3368)\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eATS 6R140 Billet Transmission Package\u003c\/strong\u003e\u003cbr\u003eFitment: 2011-2014 Ford 6.7L Power Stroke\u003cbr\u003eATS Billet Transmission - 6R140\u003c\/p\u003e\n\u003cp\u003eThe new 6R140 from Ford is one of the most exciting transmissions on the market today. The new 6R140 was released to replace the previous 5R110 unit. The 5R110 was previously used in both the 6.0 and 6.4 Ford diesel engines. When Ford released the 6.7L Power Stroke it also upgraded to the 6R140 transmission. The new Ford 6R140 transmission is the most robust transmission Ford has yet to build. This unit was designed and manufactured exclusively by the Ford Motor Company. The transmission features a very deep first gear (great for towing and moving mountains) with double overdrive (excellent for fuel economy). This unit has a total of six forward gears with the ratios as follows: 1st gear 3.974:1, 2nd gear 2.318:1, 3rd gear 1.516:1, 4th gear 1.149:1, 5th gear 0.858:1, 6th gear 0.674:1.\u003cbr\u003eMain 6R140 Gear Box\u003c\/p\u003e\n\u003cp\u003eThe 6R140 transmission requires many upgrades in order for it to hold up to the Power Stroke mighty 6.7L Power Stroke engine. Not only does the factory transmission fail on trucks with minor upgrades, but even trucks in stock form have been known to be too powerful for the stock transmission. A heavy-duty truck needs parts which can stand up to heavy trailers, stop-and-go commutes to work, or high-horsepower applications.\u003c\/p\u003e\n\u003cp\u003eThat's why ATS modifies the transmission to make it the strongest and most reliable part of your drivetrain. With the many shortcomings of the 6R140, none are more important than the clutch packs. This is what takes the power and transmits it to the rear wheels. We increase the clutch count in the 3-4 and overdrive clutch packs which allow much higher torque capacity in each gear. Clutch material is also essential which is why we use a combination of BorgWarner and Raybestos clutch packs which has both high torque strength as well as longevity and reliability.\u003cbr\u003ePump Assembly\u003c\/p\u003e\n\u003cp\u003eThe factory pump on the 6R140 often fails from the loss of lubrication pressure at the converter hub support pump bearing due to failure of the bearing seal. When the bearing fails catastrophic failure can and will occur destroying the transmission. Our ATS bearing support ensures normal operation back to the pump.\u003c\/p\u003e\n\u003cp\u003eThe ATS 6R140 Transmission Pan for your 2011-2014 Ford Super Duty 6.7L Power Stroke provides increased fluid and cooling capacity for the automatic transmission in your truck. Built from heavy-duty T6 cast aluminum and powder coated with machined cooling fins, these pans will look great and perform for the lifetime of your truck. This transmission pan is a bolt-on replacement and will hold 6 quarts of fluid over stock with an overall height of 5\".\u003c\/p\u003e\n\u003cp\u003eATS Billet Flex Plate\u003cbr\u003eThe ATS Billet Flex Plate is not only stronger, but more durable than any other flex plate on the market today. ATS Billet Flex Plates are machined in-house by our Arvada, Colorado proprietary manufacturing process utilizing our state-of-the-art machining and hardening techniques, which ensures unmatched strength and concentricity.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eATS Transmission Upgrade Features:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eWe start with a new Ford valve body then calibrate on our Hydro-Test Valve Body Stand\u003c\/li\u003e\n\u003cli\u003eA combination of new BorgWarner and Raybestos frictions performance clutch packs\u003c\/li\u003e\n\u003cli\u003ePressure plates are custom ground to achieve perfect clutch stack height\u003c\/li\u003e\n\u003cli\u003eAll new custom machined steels\u003c\/li\u003e\n\u003cli\u003eImproved heavy duty 4-5 and 6th overdrive clutch pack\u003c\/li\u003e\n\u003cli\u003eIncreased overdrive clutch count\u003c\/li\u003e\n\u003cli\u003eCustom machined overdrive apply piston\u003c\/li\u003e\n\u003cli\u003eNew gasket, seal, \u0026amp; o-ring sealing kit\u003c\/li\u003e\n\u003cli\u003eNew transmission filter kit\u003c\/li\u003e\n\u003cli\u003eNew pump bearing\u003c\/li\u003e\n\u003cli\u003eHD pump modifications\u003c\/li\u003e\n\u003cli\u003eATS Deep Pan extra capacity transmission pan\u003c\/li\u003e\n\u003cli\u003eHydraulic modifications to increase cooling and lubrication\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eATS Torque Converter\u003cbr\u003eThe ATS Five-Star utilizes an optimized stall speed that features improved torque multiplication. With factory torque multiplication at approximately 1.25:1, the ATS Five-Star boasts 2.4:1. This occurs when peak engine torque is achieved.\u003c\/p\u003e\n\u003cp\u003eIncreased torque multiplication results in improved vehicle response, towing and driving ability. Every Five Star comes standard with a 5 year \/ 500,000-mile warranty. When the most efficient torque converter is required, look no further than ATS Five-Star Torque Converter.\u003cbr\u003eATS Five -Star Torque Converter Features:\u003cbr\u003ePatented Viskus clutch drive system for increased efficiency\u003cbr\u003eBillet cover with patented square flank drive\u003cbr\u003eSquare tab construction (not round)\u003cbr\u003eViskus disc CNC laser cut clutch plates\u003cbr\u003eBillet piston with patented flank drive tab design\u003cbr\u003eProprietary ATS exclusive clutch formulation with unique bonding technology (ensures 100% chemical bond)\u003cbr\u003eRedesigned spring dampener supports increased torque loads\u003cbr\u003e4340 hardened turbine splines provide longevity and reliability\u003cbr\u003eFully welded turbine and impeller vanes\u003cbr\u003eCNC stator with high flow windows increases oil flow, providing increased efficiency\u003cbr\u003eFull roller bearing construction between high load areas\u003cbr\u003e4340 CNC cut pump drive hub locked into impeller housing\u003cbr\u003ePlasma welded for unsurpassed strength\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557615317233,"sku":"309-914-3368","price":7699.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-914-3368-FSMF.jpg?v=1789169490"},{"product_id":"billet-band-anchor-47-48-transmission-ats-diesel","title":"ATS 47Re 48Re Billet Band Anchor Fits 1996-2007 5.9L Cummins","description":"\u003cp\u003eATS Billet Band Anchor 47\/48 Transmission\u003cbr\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e2500\/3500\u003c\/li\u003e\n\u003cli\u003eCummins Dodge\u003c\/li\u003e\n\u003cli\u003eDiesel\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557615415537,"sku":"314-751-2104","price":34.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/314-751-2104-FSMF_877c4107-3bf3-48e9-bc21-5b4ed7731ba9.jpg?v=1789171105"},{"product_id":"47re-stage-1-package-1996-early-98-dodge-2wd-w-speedo-adapter-ats-diesel","title":"47Re Stage 1 Package 1996 Early 98 Dodge 2Wd W\/ Speedo Adapter ATS Diesel","description":"\u003cp\u003eIn 1996, Dodge went from the hydraulic 47RH to the partially electronic 47RE. The 47RE features steel planets as well as an electronic governor pressure solenoid and transducer. In re-designing the 47RE, ATS addressed inherent weaknesses to produce a strong, reliable transmission for towing, daily driving or racing. The result is a transmission featuring:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFive Star billet torque converter\u003c\/li\u003e\n\u003cli\u003ePerformance transmission pump\u003c\/li\u003e\n\u003cli\u003eModified high performance clutch packs\/bands and steels\u003c\/li\u003e\n\u003cli\u003eValve body built around reliability and increased transmission life\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe modification process began with the torque converter. Instead of a stamped converter with a single lock-up clutch, the ATS Stage 1 47RE comes with our patented Five-Star torque converter. Utilizing a billet 12 bolt cover, five square tab lock-up clutches, a billet stator and other modifications, this converter is designed for heavy loads, years of reliability and brute power.\u003c\/p\u003e\n\u003cp\u003eThe goal is to efficiently transfer your 12 or 24V Cummins power through the converter into the transmission. In order to handle the increased efficiency of the converter, we addressed the 47RE from bellhousing to tailshaft. The transmission's pump is modified to progressive raise line pressure, above the factory settings, to provide clamping force to the clutch packs. High-performance clutch packs are then added. Pressure plates are precisely machined to add 1 more forward and 1 more direct clutch.\u003c\/p\u003e\n\u003cp\u003eHigh performance bands, billet band strut, billet accumulator piston, and heavy duty overdrive bearings strengthen the clutch pack\/band assembly. Next is the valve body. Dodge 47RE transmissions can be plagued by sticking throttle valve issues. The valve controls shift timing and fluid flow to the clutch packs. When the valve sticks, there can be a no up-shift condition.\u003c\/p\u003e\n\u003cp\u003eIn time, this can wear on the clutch packs and internals to hasten the transmission's life. ATS machines the bore to accept a Teflon sleeve, this ensures precise movement and control of the valve. In addition, the valve body is modified to circulate fluid in park, reverse and neutral, capable of locking the torque converter in any forward gear, and raising line pressure vs. stock.\u003c\/p\u003e\n\u003cp\u003eThe Stage 1 (as well as all ATS Transmission Packages) comes standard with the ATS Deep Pan. Featuring a finned design to dissipate heat, and adding five quarts of fluid vs. stock, the pan helps keep the transmission running cool. The ATS 47RE Stage 1 is designed for trucks with stock to mild power increases, light towing and daily driving.\u003c\/p\u003e\n\u003cp\u003eAll ATS transmission packages come backed with a 5 year\/500,000 mile warranty.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eStage 1 Package 1996 - Early 1998 Dodge 47RE 2WD with Speedo Adapter\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge Diesel\u003c\/li\u003e\n\u003cli\u003eModels: 2500\/3500\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 47RE\u003c\/li\u003e\n\u003cli\u003eWarranty: 5 year\/500,000 mile warranty\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557615644913,"sku":"309-916-2188","price":5109.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-916-2188-FSMF.jpg?v=1789171870"},{"product_id":"ats-tcm-upgrade-2wd-a50-to-t87-15-gm-6-6l-duramax-ats-diesel-performance","title":"ATS TCM Upgrade 2WD A50 to T87 15 GM 6.6L Duramax ATS Diesel Performance","description":"\u003cp\u003eThe A50 Chevy TCM that is used to control the Allison 6-speed automatic transmission is the weak link of the Allison transmission. This is due to delicate thin wires inside the TCM that contact one another overtime and short-out the entire module. In 2022, Allison sent out a letter (SIL 15-1K2K-22) announcing the discontinuation of support for the A50. This effectively left over 10,000 Duramax owners out of their trucks.\u003c\/p\u003e\u003cp\u003eSome of the warning signs of a failing TCM are messages including Service Brake System, Stabilitrak Service Required, Range Shift Inhibited, Service Brake System. So we got to work developing a solution utilizing our Translator technology found in the ATS Allison Conversion to help get these trucks back on the road, shifting and holding power even better than before, ASAP.\u003c\/p\u003e\u003cp\u003eThe ATS T87 Conversion now provides a much more aggressive factory exhaust brake over the factory A50\/T14 TCM. We were able to increase the exhaust braking ability in two areas. First off, we enabled all of the additional tables that the T87 offers that are designed to operate the standard exhaust brake function and the Tow Haul exhaust brake function, these two tables are specifically designed to manage the exhaust brake and provide an aggressive down shift schedule.\u003c\/p\u003e\u003cp\u003eSecondly, we are able to command the ECM to use the full exhaust braking function of the ECM, the factory A50\/T14 TCM limits this ECM from commanding the full exhaust brake. When the ATS T87-Translator upgrade is installed we enable the ECM to apply the full exhaust braking effort the engine has available.\u003c\/p\u003e\u003cp\u003eThe combination of the T87, custom TCM calibration and Translator module maximizes the Transmission and Engine\/Turbo exhaust brake to provide the most aggressive exhaust braking yet! This function not only provides a safer level of driving but it gives superior engine braking reduction with heavy loads.\u003c\/p\u003e\u003cp\u003eThe A50 TCM have been used in all GM Duramax\/Allison Diesel Trucks produced from 2006 to 2017. ATS is excited to release the new GM Allison T87A upgraded Duramax TCM module. The upgraded Duramax TCM comes in an assembly including our Translator module that also has our Co-Pilot transmission functions built in.\u003c\/p\u003e\u003cp\u003eNo core charge required, all components are brand new. GM has released a Band-Aid fix which repairs the problem but does not fix the root cause. This repair requires a trip to the dealership which can then take up to a week or more to make it through the service department, costs nearly as much as our upgrade, and leaves the same components vulnerable to reproducing the same problem with no warranty on the repair.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eWorks with stock or modified trucks\u003c\/li\u003e\n\u003cli\u003eControls and increases line pressure\u003c\/li\u003e\n\u003cli\u003eDirect replacement, no permanent modifications required - plug and play OEM quality harness and module\u003c\/li\u003e\n\u003cli\u003eFound on the current 2023 Duramax, the T87a TCM has a much faster processor than the A50 and that equates to better shift quality, faster shifting and overall improved drivability\u003c\/li\u003e\n\u003cli\u003eIncreases throttle response\u003c\/li\u003e\n\u003cli\u003eFuel economy and MPG improvement\u003c\/li\u003e\n\u003cli\u003eUpdated shift points to keep the engine within desired RPM range\u003c\/li\u003e\n\u003cli\u003eBetter torque converter lock-up response\u003c\/li\u003e\n\u003cli\u003eIncreases life expectancy of the Allison LCT1000 Transmission\u003c\/li\u003e\n\u003cli\u003eBrand new, factory sealed Duramax TCM\u003c\/li\u003e\n\u003cli\u003eOur complete wiring harnesses use state of the art technology and configuration\u003c\/li\u003e\n\u003cli\u003eCan be used with any Engine Control Management programming\u003c\/li\u003e\n\u003cli\u003eDirect Replacement for AC Delco:TCM 24256861 25978353 15117030\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eNew T87a TCM that is unlocked and has a custom ATS calibration pre-installed that optimizes the performance of the Allison transmission.\u003c\/li\u003e\n\u003cli\u003eNew Translator module that has the Co-Pilot transmission pressure function enhancements built in. The Co-Pilot functionality allows the factory Allison transmission to handle higher power levels and much better durability.\u003c\/li\u003e\n\u003cli\u003eMounting Bracket\u003c\/li\u003e\n\u003cli\u003eWiring Harness\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFitment:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\u003cli\u003e2015 GM Duramax 6.6L\u003c\/li\u003e\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557615972593,"sku":"601-920-4416","price":1995.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/601-920-4416-FSMF.jpg?v=1787095282"},{"product_id":"co-pilot-transmission-kit-2006-2007-gm-6-speed-allison-1000-24-pin-ats-diesel","title":"ATS Allison Co-Pilot Transmission Controller Fits 2006-2010 6.6L Duramax","description":"\u003cp\u003eThe New 24 Pin ATS Co-Pilot for 2006-10 GM, 6 speed Allison 1000 and 6.6L Duramax, Controls Transmission Pressure and TCC lock up based on Boost Pressure(MAP), Vehicle Speed(VSS) and Throttle Position(TPS)\u003cbr\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e2006-2010 2500\/3500\u003c\/li\u003e\n\u003cli\u003eDuramax GM Light Duty\u003c\/li\u003e\n\u003cli\u003e6.6L\u003c\/li\u003e\n\u003cli\u003e6 speed Allison 1000\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557616005361,"sku":"601-924-4308","price":1204.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/601-924-4308-FSMF.jpg?v=1787098885"},{"product_id":"ats-harness-adapter-for-benchtop-calibrator-fits-vgt-duramax-lp5-turbocharger-actuators","title":"ATS Harness Adapter for Benchtop Calibrator Fits VGT Duramax LP5 Turbocharger Actuators","description":"\u003cp\u003eATS Harness Adapter for Benchtop Calibrator Fits VGT - Duramax LP5 Turbocharger Actuators\u003c\/p\u003e\u003cp\u003eThe ATS Benchtop Turbo Calibration Tool is an all in one turbo diagnostic and programming tool that can zero, initialize and calibrate any turbocharger actuator on the market via downloadable software and turbocharger harness adapters.\u003c\/p\u003e\u003cp\u003eIf we do not currently have the software to calibrate a specific type of turbo send us a functional actuator and we will write the software at no charge and send it to you with the proper harness adapter.\u003cbr\u003e\u003cbr\u003eThe Benchtop calibration tool can be used for both 12 volt and 24 volt turbochargers with the flip of a switch.\u003c\/p\u003e\u003cp\u003eAll calibration machines use high quality 16 gauge steel enclosures that are powder coated for longevity, feature solid state electronics with large cooling fans so it can run all day reliably and utilize Honeywell locking toggle switches that are water and dust resistant.\u003c\/p\u003e\u003cp\u003eThese machines are very easy to use and quickly diagnose problem actuators, bit failures or failed boards within an actuator. \u003cbr\u003e\u003cbr\u003eThe Benchtop also makes it incredibly easy to accurately zero, initialize and calibrate a brand new actuator and will give you an extremely accurate sweep to your turbocharger for the most effective spool up and exhaust braking.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557616038129,"sku":"605-058-1000","price":121.04,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/ATS-Harness-Adapter-for-Benchtop-Calibrator-Fits-VGT-Duramax-LP5-Turbocharger-Actuators-ATS-Diesel-Performance-179428650.jpg?v=1789490685"},{"product_id":"ats-full-allison-conversion-kit-stage-5-transmission-build-replaces-2-wheel-drive-68rfe-2007-5-2009-ats-diesel-performance","title":"ATS Full Allison Conversion Kit Stage 5 Transmission Build Replaces 2 Wheel Drive 68RFE 2007.5-2009 ATS Diesel Performance","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 2007.5-2009\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\u003e\u003cbr\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\u003e\u003cbr\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":48557616070897,"sku":"319-952-2326","price":16304.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/319-952-2326-FSMF.png?v=1787090186"},{"product_id":"ats-harness-adapter-for-benchtop-calibrator-fits-john-deere-turbocharger-actuators","title":"ATS Harness Adapter for Benchtop Calibrator Fits John Deere Turbocharger Actuators","description":"\u003cp\u003eATS Harness Adapter for Benchtop Calibrator Fits John Deere Turbocharger Actuators. ATS Wiring Harness Adapter for Benchtop Calibration TooFitment: Isuzu IHI RHF55V Turbocharger Actuators\u003c\/p\u003e\u003cp\u003eThe ATS Benchtop Turbo Calibration Tool is an all in one turbo diagnostic and programming tool that can zero, initialize and calibrate any turbocharger actuator on the market via downloadable software and turbocharger harness adapters.\u003c\/p\u003e\u003cp\u003eIf we do not currently have the software to calibrate a specific type of turbo send us a functional actuator and we will write the software at no charge and send it to you with the proper harness adapter.\u003cbr\u003e\u003cbr\u003eThe Benchtop calibration tool can be used for both 12 volt and 24 volt turbochargers with the flip of a switch.All calibration machines use high quality 16 gauge steel enclosures that are powder coated for longevity, feature solid state electronics with large cooling fans so it can run all day reliably and utilize Honeywell locking toggle switches that are water and dust resistant.\u003c\/p\u003e\u003cp\u003eThese machines are very easy to use and quickly diagnose problem actuators, bit failures or failed boards within an actuator. \u003cbr\u003e\u003cbr\u003eThe Benchtop also makes it incredibly easy to accurately zero, initialize and calibrate a brand new actuator and will give you an extremely accurate sweep to your turbocharger for the most effective spool up and exhaust braking.\u003c\/p\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557616103665,"sku":"605-064-1000","price":121.04,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/605-064-1000-FSMF.jpg?v=1787080290"},{"product_id":"aurora-plus-7500-turbo-system-2007-5-2009-dodge-6-7l-ats-diesel","title":"ATS Aurora Plus 7500 Compound Turbo System Fits 2007.5-2009 6.7L Cummins","description":"\u003cp\u003eAurora Plus 7500 Compound Turbo System, 2010-2012 Dodge 6.7L Cummins Whether you bought your 6.7L Cummins to tow, daily drive, drag race, sled pull, or all of the above, you want it to perform at its peak 100 percent of the time. The Aurora Plus 7500 kit was designed to do exactly that. It is no secret that compound turbos on a diesel engine are hard to beat, and that compounds are designed to make the broadest, flattest power band possible.\u003c\/p\u003e\u003cp\u003eThe Aurora Plus takes this one step further by incorporating the factory VGT turbo. This allows the truck to keep its lightning fast spool up, incorporated exhaust brake, and excellent throttle response. The Aurora Plus kit will do everything you need, without even breaking a sweat. The benefits to compounds are clear; low EGTs, fast throttle response, drastically reduced smoke, and much higher torque across the entire RPM range.\u003c\/p\u003e\u003cp\u003eWhen you step on the throttle, boost comes on almost instantly, and you suddenly find yourself in the left lane a lot more often. The key to a great running diesel engine is efficiency, and air flow is a huge part of that equation. The more airflow you put in the cylinder, the more fuel you will be able to combust, and that is what gives your truck smoke free power and efficient power.\u003c\/p\u003e\u003cp\u003eBut power isnt the only by-product of an efficient running engine, mileage gains are not uncommon (once you stop trying out your new-found-power of course). Due to the increased airflow along the RPM range, it takes less fuel to experience the same amount of power, thus giving you better fuel economy.\u003c\/p\u003e\u003cp\u003eOnce installed, the truck will look and drive as a completely factory truck, just simply with more power. The A\/C, heater, and creature comforts are still 100 percent intact. In fact, your emissions equipment can still be used, and remain completely functional.\u003c\/p\u003e\u003cp\u003eThis system keeps everything you love about your truck working, and simply adds the Aurora 7500 to enhance the experience and top-end power. All piping is hand fabricated and powder coated to last the life of the truck, and keep looking good. All hot-pipes are ceramic coated and heat wrapped to keep under hood heat down. The airbox consists of a high-flow filter and sealed cold-air box that keeps the air intake temperatures down. The fit-and-finish of this kit is truly second to none.\u003c\/p\u003e\u003cp\u003eUses factory HE351Ve turbocharger, and adds the 80mm Aurora 7500. Includes ATS cold air intake system.\u003cbr\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eAurora Plus 7500 Turbo System 2007.5-2009 Dodge 6.7L\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge Diesel\u003c\/li\u003e\n\u003cli\u003eModels: 2500\/3500\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eLiter: 6.7 Liter\u003c\/li\u003e\n\u003cli\u003eSeries: Aurora Plus 7500\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557618790641,"sku":"202-972-2326","price":4319.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/202-972-2326-FSMF.jpg?v=1789170765"},{"product_id":"ats-fummins-billet-flexplate-fits-6-7l-cummins-4r100","title":"ATS Fummins Billet Flexplate Fits 6.7L Cummins 4R100","description":"\u003cp\u003eThis billet flex plate will allow you to convert your Dodge transmission over to a Ford E4OD and a 4R-100.\u003cbr\u003e\u003cstrong\u003eDetails:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eFord\/Cummins Conversion Flex Plate\u003c\/li\u003e\n\u003cli\u003eFits stock and aftermarket converters\u003c\/li\u003e\n\u003cli\u003eSolves common breakage issues\u003c\/li\u003e\n\u003cli\u003eMeets SFI standards\u003c\/li\u003e\n\u003cli\u003eStrong, durable and reliable\u003c\/li\u003e\n\u003cli\u003eBillet Aluminum Construction\u003c\/li\u003e\n\u003cli\u003eSold As A Kit\u003c\/li\u003e\n\u003cli\u003eSKU: 3059105326\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eFits:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\u003cli\u003eDodge Ram 2500|3500 Trucks w\/6.7L Cummins Engine\u003c\/li\u003e\u003c\/ul\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557618921713,"sku":"305-910-5326","price":894.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/ATS-Fummins-Billet-Flexplate-Fits-6.7L-Cummins-4R100-ATS-Diesel-Performance-179996820.jpg?v=1789491785"},{"product_id":"ats-stage-2-545rfe-transmission-package-4wd-2003-2009-chrysler-4-7l-5-7l","title":"ATS Stage 2 545RFE Transmission Package 4WD 2003-2009 Chrysler 4.7L \/ 5.7L","description":"\u003cp\u003eATS Stage 2 545RFE Transmission Package, 4WD, 2003-2009 Chrysler 4.7L\/5.7L\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 4WD 2003-2009 545RFE Performance Transmission Assembly\n\u003c\/li\u003e\u003cli\u003eATS Billet Channel Plate Valve Body\n\u003c\/li\u003e\u003cli\u003eATS Transmission Case Brace (314-169-2326)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE TruLok Billet Torque Converter (302-915-9272)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE Deep Transmission Pan (301-900-9272)\n\u003c\/li\u003e\u003cli\u003eATS 545RFE Co-Pilot Transmission Controller (601-900-9272)\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557619020017,"sku":"309-824-9272","price":5989.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/ATS-Stage-2-545RFE-Transmission-Package-4WD-2003-2009-Chrysler-4.7L-5.7L-ATS-Diesel-Performance-179260331.jpg?v=1789490352"},{"product_id":"ats-stage-3-allison-lct1000-transmission-package-2wd-2007-5-2010-6-6l-lmm-duramax","title":"ATS Stage 3 Allison LCT1000 Transmission Package 2WD 2007.5-2010 6.6L LMM Duramax","description":"\u003cp\u003eATS Stage 3 Allison LCT1000 Transmission Package, 2WD, 2007.5-2010 6.6L LMM Duramax.\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 2WD 2007.5-2010 Allison LCT1000 Performance Transmission\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Five Star Torque Converter (302-950-4248)\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Deep Transmission Pan (301-900-4248)\n\u003c\/li\u003e\u003cli\u003eATS Co-Pilot Transmission Controller (601-924-4326)\n\u003c\/li\u003e\u003cli\u003eBillet Input Shaft\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557619511537,"sku":"309-832-4332","price":7809.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/ATS-Stage-3-Allison-LCT1000-Transmission-Package-2WD-2007.5-2010-6.6L-LMM-Duramax-ATS-Diesel-Performance-179260866.jpg?v=1789490355"},{"product_id":"ats-stage-2-allison-lct1000-transmission-package-2wd-2011-2016-6-6l-lml-duramax","title":"ATS Stage 2 Allison LCT1000 Transmission Package 2WD 2011-2016 6.6L LML Duramax","description":"\u003cp\u003eATS Stage 2 Allison LCT1000 Transmission Package, 2WD, 2011-2016 6.6L LML Duramax.\n\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cli\u003eATS 2WD 2011-2016 Allison LCT1000 Performance Transmission\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Five Star Torque Converter (302-950-4368)\n\u003c\/li\u003e\u003cli\u003eATS Allison LCT1000 Deep Transmission Pan (301-900-4248)\n\u003c\/li\u003e\u003cli\u003eATS Co-Pilot Transmission Controller (601-924-4368)\u003c\/li\u003e","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557619642609,"sku":"309-822-4362","price":6994.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-822-4362-FSMF.jpg?v=1787094563"},{"product_id":"48re-stage-1-package-2003-dodge-2wd-ats-diesel","title":"48Re Stage 1 Package 2003- Early 2004 Dodge 2Wd ATS Diesel","description":"\u003cp\u003eThe 48RE transmission is the weakest point on a Dodge Cummins truck. Not only do they fail on trucks with minor upgrades, but even trucks in stock form have been known to be too powerful. A heavy duty truck needs parts which can stand up to heavy trailers, stop-and-go commutes to work, or high-horsepower applications.\u003c\/p\u003e\n\u003cp\u003eThats why ATS modifies the transmission to make it the strongest and most reliable part of your drivetrain. With the many shortcomings of the 48RE, none are more important than the clutch packs. This is what takes the power load and transmits it to the rear wheels. We increase the clutch count in the Forward, Overdrive, and Overdrive Brake clutch packs which allow much higher torque capacity in each gear.\u003c\/p\u003e\n\u003cp\u003eClutch material is also essential which is why we use Borg Warner and Raybestos clutches which has both high torque strength as well as longevity and reliability. Another important aspect is the hard parts on the transmission. The factory sheet metal strut anchor is replaced with a much stronger billet strut anchor, allowing more precision application of the band.\u003c\/p\u003e\n\u003cp\u003eAlong with the factory plastic accumulator piston is replaced with a billet unit as well. The apply lever is a 1:5.0 ratio apply arm, which applies the borg warner red lining band. This band features a performance friction material capable of holding higher power levels.\u003c\/p\u003e\n\u003cp\u003eThe valve body receives extensive modifications as well. We give the valve body the ability to lock the torque converter in 1st and 2nd gear, circulate transmission fluid in park\/reverse\/neutral, machine the TV valve passage and install our proprietary TV valve sleeve, and increase line pressure.\u003c\/p\u003e\n\u003cp\u003eThe towing version will deliver smooth, quick, crisp shifts that enhance the drivability and operation of your transmission on the street and attached to a trailer. This is the valve body of choice for a street driven all-purpose truck\u003c\/p\u003e\n\u003cp\u003eIt is a very aggressive valve body and a minimum of billet input shaft and flex plate are recommended.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eATS Built 48-RE Auto Trans\u003c\/li\u003e\n\u003cli\u003eATS 5 Star Viskus Clutch Drive Torque Converter\u003c\/li\u003e\n\u003cli\u003eATS Extra Deep Transmission Pan\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNew performance forward clutch pack and steels with 1 added friction\u003c\/li\u003e\n\u003cli\u003eNew performance direct clutch pack and steels with 1 added friction\u003c\/li\u003e\n\u003cli\u003eNew performance overdrive brake clutch pack and steels with 1 added friction\u003c\/li\u003e\n\u003cli\u003eNew performance overdrive clutch pack and steels\u003c\/li\u003e\n\u003cli\u003eLow\/reverse band replaced with Borg Warner Red Lining performance band\u003c\/li\u003e\n\u003cli\u003eIntermediate\/2nd gear band replaced with Borg Warner Red Lining performance band\u003c\/li\u003e\n\u003cli\u003e1:5.0 band apply lever\u003c\/li\u003e\n\u003cli\u003eBillet Band strut\u003c\/li\u003e\n\u003cli\u003eBillet accumulator piston\u003c\/li\u003e\n\u003cli\u003ePrecision machined forward pressure plate (machined step)\u003c\/li\u003e\n\u003cli\u003ePrecision machined lower forward pressure plate (machined flat)\u003c\/li\u003e\n\u003cli\u003ePrecision machined overdrive brake pressure plate (machined flat)\u003c\/li\u003e\n\u003cli\u003eNew direct pressure plate\u003c\/li\u003e\n\u003cli\u003ePerformance low\/reverse one-way clutch\u003c\/li\u003e\n\u003cli\u003eMachined TV valve sleeve (prevents sticking TV valve)\u003c\/li\u003e\n\u003cli\u003eAbility to achieve 1st and 2nd gear lockup\u003c\/li\u003e\n\u003cli\u003eAbility to circulate fluid to the torque converter in park\/reverse\/neutral\u003c\/li\u003e\n\u003cli\u003eIncrease line pressure\u003c\/li\u003e\n\u003cli\u003eImprove shift quality and firmness\u003c\/li\u003e\n\u003cli\u003eGasket and seal overhaul kit\u003c\/li\u003e\n\u003cli\u003eBearings and bushing\u003c\/li\u003e\n\u003cli\u003eEngine Manufacturer: Cummins\u003c\/li\u003e\n\u003cli\u003eMake: Dodge Diesel\u003c\/li\u003e\n\u003cli\u003eModels: 2500\/3500\u003c\/li\u003e\n\u003cli\u003eFuel Type: Diesel\u003c\/li\u003e\n\u003cli\u003eTransmission Model: 48RE\u003c\/li\u003e\n\u003cli\u003eTransmission Type: Automatic\u003c\/li\u003e\n\u003cli\u003eSold As: Kit\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557619871985,"sku":"309-912-2272","price":5109.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/309-912-2272-FSMF.jpg?v=1789171529"},{"product_id":"co-pilot-transmission-controller-89-to-97-ford-7-3l-e4od-ats-diesel","title":"ATS E4Od Co-Pilot Transmission Controller Fits 1989-1997 7.3L Power Stroke","description":"\u003cp\u003eThe ATS Co-Pilot is recommended for use with light duty pickup trucks with a heavy-duty aftermarket transmission and torque converter package are installed on vehicle. While the Co-Pilot will still function perfectly on a stock transmission, factory transmission shafts are weak and prone to breakage. The factory torque converter clutch will also fail if applied under high load conditions.\u003c\/p\u003e\n\u003cp\u003eFactory computers are programmed to disengage lockup under certain conditions which will protect the transmissions internal components under higher load. This is when we recommend having a heavy-duty aftermarket transmission installed on your vehicle to prevent transmission failure.\u003c\/p\u003e\n\u003cp\u003eIf you have a stock transmission it is recommended that you leave your Commander in a less aggressive setting when under high load conditions. ATS Diesel Performance sells many parts for all levels of trucks that will strengthen your transmission and improve reliability, whether you have a stock daily driver or a fully built race truck!\u003cbr\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e1989-1997 F-250\/F-350\/F-450\u003c\/li\u003e\n\u003cli\u003ePowerstroke Ford\u003c\/li\u003e\n\u003cli\u003eDiesel\u003c\/li\u003e\n\u003c\/ul\u003e\n","brand":"ATS Diesel Performance","offers":[{"title":"Default Title","offer_id":48557619904753,"sku":"601-910-3104","price":489.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/601-910-3104-FSMF.jpg?v=1789170457"},{"product_id":"ats-full-allison-conversion-kit-stage-5-transmission-build-replaces-2-wheel-drive-aisin-as68rc-2010-2012-ats-diesel-performance","title":"ATS Full Allison Conversion Kit Stage 5 Transmission Build Replaces 2 Wheel Drive Aisin AS68RC 2010-2012 ATS Diesel Performance","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\u003e\u003cbr\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\u003e\u003cbr\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":48557619970289,"sku":"319-953-2356","price":16304.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/319-953-2356-FSMF.png?v=1787088189"},{"product_id":"ats-full-allison-conversion-kit-stage-4-transmission-build-replaces-4-wheel-drive-68rfe-2013-2014-ats-diesel-performance","title":"ATS Full Allison Conversion Kit Stage 4 Transmission Build Replaces 4 Wheel Drive 68RFE 2013-2014 ATS Diesel Performance","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 2013-2014\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\u003e\u003cbr\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\u003e\u003cbr\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":48557620166897,"sku":"319-944-2392","price":14444.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0641\/1344\/3057\/files\/319-944-2392-FSMF.png?v=1787086733"},{"product_id":"ats-full-allison-conversion-kit-stage-4-transmission-build-replaces-4-wheel-drive-68rfe-2019-ats-diesel-performance","title":"ATS Full Allison Conversion Kit Stage 4 Transmission Build Replaces 4 Wheel Drive 68RFE 2019+ ATS Diesel Performance","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 2019+\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\u003e\u003cbr\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\u003e\u003cbr\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. 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The A40 and A50 TCM that is used to control the Allison 6-speed automatic transmission is the weak link of the Allison transmission. This is due to delicate thin wires inside the TCM that contact one another overtime and short-out the entire module.\u003c\/p\u003e\u003cp\u003eIn 2022, Allison sent out a letter (SIL 15-1K2K-22) announcing the discontinuation of support for the A50 and A40. This effectively left over 10,000 Duramax owners out of their trucks. So we got to work developing a solution utilizing our Translator technology found in the ATS Allison Conversion to help get these trucks back on the road, shifting and holding power even better than before, ASAP!\u003c\/p\u003e\u003cp\u003eThe A50 and A40 TCM have been used in all GM Duramax\/Allison Diesel Trucks produced from 2006 to 2017. ATS is excited to release the new GM Allison T87A upgraded TCM module. The upgraded TCM comes in an assembly including our Translator module that also has our Co-Pilot transmission functions built in.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eFeatures:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eWorks with stock or modified trucks.\u003c\/li\u003e\n\u003cli\u003eControls and increases line pressure.\u003c\/li\u003e\n\u003cli\u003eDirect replacement, no permanent modifications required - plug and play OEM quality harness and module.\u003c\/li\u003e\n\u003cli\u003eFound on the current 2023 Duramax, the T87a TCM has a much faster processor than the A50 and that equates to better shift quality, faster shifting and overall improved drivability.\u003c\/li\u003e\n\u003cli\u003eDirect Replacement for AC Delco: TCM 24256861 25978353 15117030\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eIncludes:\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003eNew T87a TCM that is unlocked and has a custom ATS calibration pre-installed that optimizes the performance of the Allison transmission.\u003c\/li\u003e\n\u003cli\u003eNew Translator module that has the Co-Pilot transmission pressure function enhancements built in. 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While the Co-Pilot will still function perfectly on a stock transmission, factory transmission shafts are weak and prone to breakage. The factory torque converter clutch will also fail if applied under high load conditions.\u003c\/p\u003e\n\u003cp\u003eFactory computers are programmed to disengage lockup under certain conditions which will protect the transmissions internal components under higher load. This is when we recommend having a heavy-duty aftermarket transmission installed on your vehicle to prevent transmission failure. If you have a stock transmission it is recommended that you leave your Co-Pilot in a less aggressive setting when under high load conditions.\u003c\/p\u003e\n\u003cp\u003eATS Diesel Performance sells many parts for all levels of trucks that will strengthen your transmission and improve reliability, whether you have a stock daily driver or a fully built race truck! Give us a call today if you feel the need to get a fully rebuilt transmission for your truck, or if you just want to strengthen your current transmission with a few upgraded parts. 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This turbocharger is built to deliver superior performance, efficiency, and durability in heavy-duty applications.\u003c\/p\u003e\u003cp\u003eThe ATS Diesel Aurora TI Turbo features the advanced \u003cstrong\u003eAurora TI titanium coating\u003c\/strong\u003e on the Compressor Wheels, providing unmatched heat resistance and structural integrity. This cutting-edge coating technology reduces heat fatigue and wear, ensuring long-term durability even in the harshest operating environments. 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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\u003e\u003cbr\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\u003e\u003cbr\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. 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