Now that all of these issues have been identified, I am interested in seeing what really is wrong with Project TowBoat’s transmission. Guess I’ve gotten lucky because you hear about these transmissions giving owners problems quite a bit. I’ve never changed the filter, the fluid, or anything, and it is just now giving me fits. I am aware of the issues that they have but I guess I’ve just been lucky to only run into them now. I’ve owned a truck with a 68RFE in it for almost four years and honestly I never really had any issues with it until as of late. ![]() Topping it off is a DNJ components billet channel plate ensuring the stock valve body cross leak issues due to flex is corrected,” Cherry said. With upgraded accumulators, accumulator plate, TCC apply valve, and switch valves, this valve body is ready for the long haul. “This is huge for our customers who don’t want invasive tuning for an otherwise stock truck. ![]() These 68RFE’s feature Suncoast’s zero-tune valve body and pump combo which allows line pressures to reach 200-PSI without the aid of any additional tuning. While that may not seem like a lot, even at that pressure the valve body’s lower casting plate flexes and causes cross leaks resulting in burnt up transmissions. In factory form, the stock pump and valve body combo will achieve 160-PSI of max line pressure. Lastly, the pump and valve body in the 68RFE need to be addressed. Topping off the V2 drum is another billet snap ring retainer that keeps the underdrive piston retaining snap ring in place under extreme duty situations.” “Our patented drum allows us to run a total of 16 friction surfaces which help dissipate heat and reduce the chance for slippage. This drum adds over 30-percent more apply area meaning greater clamping force along with a much-needed thicker outer drum that reduces the overall flex to a minimum. “Now, Suncoast has a fix.” This fix is their billet V2 drum. “On top of the flexing, the factory clutch count is only 12 single-sided frictions with a small apply area providing inadequate clamping force for some modified trucks like the white one you drove,” Cherry said. If you were to add pressure, you’d just make it worse, and clutch wear will show a pattern where the inner radius of the clutch blackens from the heat on apply due to the uneven apply area. That is before any modifications and stock power. Apparently, the OEM drums will flex under stock line pressure. One of the most important items that need to be addressed is the underdrive and overdrive drum. Like a boss, this thing never skipped a beat. ![]() “Suncoast has cured this issue with their upgraded sprag that features a true roller-style one-way bearing.” “The factory unit is very weak and often flips, as it’s referred to in the industry, rendering them useless and usually leaves the customer with no forward movement,” Cherry said. Starting from back to front, the factory sprag is up first. They’ve set out to fix this with their units. ![]() With that being said, Cherry was willing to have us put their 68 to the test for the day and let us beat it on the race track.Ĭherry explains that these are the size main issues they see with the 68RFE transmissions. To stay up to date with the customer demand, perfecting this sometimes less-than-desired transmission is a top priority for the SunCoast team. Why the need to redo this specific transmission and create an offering for consumers? Well, the late third generation, fourth generation, and some of the late model Ram trucks come with this transmission.
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