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ATS Diesel PerformanceSKU: BSD-ATS-319-103-2326ATS Install Kit Allison Conversion Replaces 2 Wheel Drive 68RFE 2007.5-2009 - ATS Diesel Performance - 319-103-2326
$10,958.40
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Description
ATS Install Kit Allison Conversion, Customer Supplies Transmission, Replaces 2-Wheel Drive 68RFE 2007.5-2009Â 68RFE 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. Backed 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.
Our 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. Our 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. ATS 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.
If 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. Dodge 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. These 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.
The 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.
The 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.
There 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. The 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.
The 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. Although 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. The 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.
The 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic d…
ATS Diesel has engineered the first fully integrated Allison transmission swap for Cummins powered vehicles. Backed 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.
Our 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. Our 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. ATS 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.
If 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. Dodge 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. These 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.
The 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.
The 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.
There 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. The 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.
The 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. Although 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. The 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.
The 68RFE internals are actually larger versions of those found in a Dodge Caravan transmission that originally debuted in 1989. Chrysler used this basic d…
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