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6.7L PowertrainDiscussion of components that are directly involved in the power production and all that is needed to get and keep the truck moving . Engine, Transmission, etc...NO ADVERTISING
I thought the engines had different power ratings because of how they were tested. under a certain GVW, they are allowed to be tested at the crank, over GVW they have to be tested on dyno. Not sure about the specifics of this, as it has been a while since I read that. I remember having a hard time believing that a C&C would dyno 305hp. With different sized wheel offerings and different gear ratios that usually come in a C&C, I guess those would make a difference.
Work rigs carry a heavy load or tow big every day of their life. Heavier components to handle the work at hand and be durable for the long haul are more cost effective for the guys that need it. The true medium duty trucks have less horsepower and more torque and deeper rear gears to make a better combination for longevity. Load up heavy and try to take off in soft going and you will start to understand why the build real trucks.
Well, I don't imagine this will end all the discussion, but I can give you a few insights from one who knows:
Yes, the Aisin trans really was used (in the Cab/Chassis models, as noted) because it has PTO capability. Many cab/chassis trucks are converted for usages (like wreckers, etc.) that require a PTO, so Dodge demanded that they have a PTO available (and the 68RFE does not have PTO capability).
Geartrain life should be comparable between the Aisin and the 68RFE. The 68RFE is not a "lighter duty" box.
The 68RFE was based on the lighter-duty 545RFE (which is used behind the 5.7L Hemi). But we reconfigured the geartrain (to make it a 6-speed), beefed up all three planetary gearsets [widened the two rear planetaries, changed all the gear tooth counts, improved the input sun gear material, changed to a powdered metal front carrier (much stronger than the stamped steel carrier in the 545RFE), and changed all three gearsets to use 6 pinion gears (the 545RFE uses 3, 4, or 5 pinions)], beefed up the input shaft, reaction shaft, UD shaft, and OD shaft, increased the pump capacity by 50%, added 2 surfaces to the UD, LR, and 2C clutches, and added 4 surfaces to the OD clutch. Not to mention the 310 mm torque converter with 2-surface TCC (compared to 273 mm single-surface TCC in the 545RFE).
The 68RFE was designed and engineered by Chrysler (not Mercedes Benz) and is built by Chrysler at the Indiana Transmission Plant in Kokomo, IN.
The Following 4 Users Say Thank You to TransEngineer For This Useful Post:
Well, I don't imagine this will end all the discussion, but I can give you a few insights from one who knows:
Yes, the Aisin trans really was used (in the Cab/Chassis models, as noted) because it has PTO capability. Many cab/chassis trucks are converted for usages (like wreckers, etc.) that require a PTO, so Dodge demanded that they have a PTO available (and the 68RFE does not have PTO capability).
Geartrain life should be comparable between the Aisin and the 68RFE. The 68RFE is not a "lighter duty" box.
The 68RFE was based on the lighter-duty 545RFE (which is used behind the 5.7L Hemi). But we reconfigured the geartrain (to make it a 6-speed), beefed up all three planetary gearsets [widened the two rear planetaries, changed all the gear tooth counts, improved the input sun gear material, changed to a powdered metal front carrier (much stronger than the stamped steel carrier in the 545RFE), and changed all three gearsets to use 6 pinion gears (the 545RFE uses 3, 4, or 5 pinions)], beefed up the input shaft, reaction shaft, UD shaft, and OD shaft, increased the pump capacity by 50%, added 2 surfaces to the UD, LR, and 2C clutches, and added 4 surfaces to the OD clutch. Not to mention the 310 mm torque converter with 2-surface TCC (compared to 273 mm single-surface TCC in the 545RFE).
The 68RFE was designed and engineered by Chrysler (not Mercedes Benz) and is built by Chrysler at the Indiana Transmission Plant in Kokomo, IN.
Finally someone that knows what he is talking about. Thanks!
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2010 Ram 3500 Dually CTD 6.7/68RE/3:42 LSD ( Previous Rams: 1990 CC Dually, 1994 RC LB, 1995 CC SB, 1998 QC Dually,
2000 QC Dually, 2001 QC Off Road, 2003 QC Dually, 2005 QC Dually, 2008 QC Dually REAL TRUCKS DON'T HAVE SPARK PLUGS
Mine performs quite well, just like it is , thank you.
yeah well thats great for you bud, but most of on here dont have stock trucks so all that slipping turns into heat and broken transmissions hmmmm that was the case on 89-2010 dodges, dont get me wrong the 68 is awsome i love it but i would love a nice firm shifting trans from the factory that would hold 500hp allday every day
Well, I don't imagine this will end all the discussion, but I can give you a few insights from one who knows:
Yes, the Aisin trans really was used (in the Cab/Chassis models, as noted) because it has PTO capability. Many cab/chassis trucks are converted for usages (like wreckers, etc.) that require a PTO, so Dodge demanded that they have a PTO available (and the 68RFE does not have PTO capability).
Geartrain life should be comparable between the Aisin and the 68RFE. The 68RFE is not a "lighter duty" box.
The 68RFE was based on the lighter-duty 545RFE (which is used behind the 5.7L Hemi). But we reconfigured the geartrain (to make it a 6-speed), beefed up all three planetary gearsets [widened the two rear planetaries, changed all the gear tooth counts, improved the input sun gear material, changed to a powdered metal front carrier (much stronger than the stamped steel carrier in the 545RFE), and changed all three gearsets to use 6 pinion gears (the 545RFE uses 3, 4, or 5 pinions)], beefed up the input shaft, reaction shaft, UD shaft, and OD shaft, increased the pump capacity by 50%, added 2 surfaces to the UD, LR, and 2C clutches, and added 4 surfaces to the OD clutch. Not to mention the 310 mm torque converter with 2-surface TCC (compared to 273 mm single-surface TCC in the 545RFE).
The 68RFE was designed and engineered by Chrysler (not Mercedes Benz) and is built by Chrysler at the Indiana Transmission Plant in Kokomo, IN.
Thanks TE! Now tell us...how many clutch bands are in the 68?
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Truck is gone. New vehicle; 2006 300C 5.7 Hemi Cool Vanilla
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Now tell us...how many clutch bands are in the 68?
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