ATS Billet Flex Plate Fummins 4R100 Ford Cummins Conversion for (1989-02) Dodge Ram 4WD 5.9L Cummins 12V/24V

ATS Billet Flex Plate Fummins 4R100 Ford Cummins Conversion for Dodge Ram 4WD 5.9L Cummins 12V/24V

This billet flex plate will allow you to convert your Dodge transmission over to a Ford E4OD and a 4R-100 ATS Billet Flex plates. The advantage of the 4R-Performance Transmission over any Stock or performance built 68-RFE is ultimate reliability and price. The 68-RFE transmission has some great qualities but unfortunately it suffers in several areas that can not be easily overcome. Our performance built 68-RFE transmission with the Co-Pilot installed is great at power levels up to about 600 RWHP, although we have several trucks out there that are 900 plus the 68-RFE is not the favored choice for that power level.

Here are a few conditions that we have a difficult time dealing with when it comes to the 68-RFE clutch to clutch transmission. First off the 68 clutch apply and release is 100% computer controlled. That means every time a clutch pack is applied or released the computer must control the exact clutch apply rate and the exact clutch release rate during the shift with exact precision or one of the two clutch packs being applied and released will be damaged. This is the real issue with the 68 transmission.

There are 5 clutch packs in the 68 transmission that are responsible for all forward and reverse gears. If two clutch packs are applied you get one of 6 forward gear ratios, if one is applied you get no movement and if three are applied you get a bind-up or clutch drag! It is just short of a miracle that the Dodge TCM can adapt to such changing conditions that effect clutch to clutch application rates as well as it does.
Here are a few of these changing conditions, fluid temperature, engine load, power level, throttle position, clutch coefficient, line pressure, internal hydraulic leaks, internal clutch clearance, solenoid resistance, wiring fatigue, corrosion, battery voltage, humidity, vibration, and the list goes on and you get the point. This is all wrapped around the envelope that the engineers calculated to be the environment that the 68 transmission would live in. This is why the 68 is relatively reliable in a bone stock truck using factory stock calibration.

As soon as you increase power to the engine by installing a tuner you go beyond the ability for the TCM to accurately calculate the clutch volume index (CVI) of each clutch pack. CVIs are used by the TCM so it knows the clutch pack clearance of each clutch pack. The TCM must know the clutch pack clearance so it will know what CVI number to plug into its algorithm to accurately apply and release the on and off going clutch pack. The TCM must do this correctly every time under all power levels to ensure a consistent shift takes place.

Where the 68RFE gets into trouble, We deal with all this nonsense by placing the Co-Pilot between the TCM and the transmission and apply another level of input (true engine load) to the TCM and take control of the transmission. This allows our Built 68-RFE to reliable and consistently handle up to 650 RWHP without the negative effects as long as the rest of the factory electronics are in good condition. As you can see 68 transmission is a slave to the outside environment and is very venerable to so many possible problems that can and does often cause total transmission failure in a very short time!