At the beginning of the 2007 model year, Chrysler introduced the 68RFE transmission. This transmission replaced the 48RE transmission for use in many of its Cummins diesel, High Performance Cummins diesel and V10 gas applications. Along with this new transmission came a new torque converter, manufactured by ZF Sachs. The converter may look somewhat similar to its predecessor, but as they say, looks can be deceiving. The stator in the 68RFE converter is the same type that was used in the 47-48 RE converters, but that is where the similarities end. The turbine looks like it is the same as the earlier models, but appearance is all they have in common. The shell of the 68RFE turbine is made from a stronger material than the 47-48RE turbines and to make them even stronger, all of the 68RFE turbines are furnace brazed. You may be able to retrofit the 68RFE turbines into the earlier model converters as a durability upgrade, but you would never want to use a 47-48RE turbine in a 68RFE converter. The lockup clutch is the next major difference in the converters. The single plate clutch found in the 47-48RE converters was replaced with a dual plate clutch in the 68RFE. The turbine damper also changed from a single stage to a dual stage damper (see Figure 1).
It should also be noted that this is a ‘captive clutch’ design, similar to the newer ZF torque converters. However, instead of having the clutch secured by bent tabs or welded in place, the clutch assembly is bolted to the front cover. Converter builders will be surprised to find that they will be digging for the correct size hex drive tool to disassemble these clutch components.
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Article No.: TCTIP-08-08
Author: Ed Lee
Total Pages: 2
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