Five billet accumulator pistons, a heavy-duty support plate, bolts and 20 seals to reseal the accumulator bores on Dodge and Ram 45RFE, 545RFE and 68RFE units.
A Ram 2500 that slides into third, a Durango with a shudder on the 1-2, or a Grand Cherokee that clunks as it coasts down to a stop can all trace back to the same handful of parts: the accumulator pistons in the RFE valve body. This kit replaces all five of them with machined billet aluminum pistons, adds a heavy-duty support plate in place of the thin stock accumulator cover, and includes seven mounting bolts, a washer and 20 seals. It fits the whole Chrysler RFE family, from the 45RFE and 545RFE in half-ton trucks and SUVs to the 65RFE, 66RFE and 68RFE behind the heavy-duty Rams.
The RFE controller times every shift with solenoids, but the accumulators decide how the clutch apply feels once the oil arrives. Each one is a spring-loaded piston in a bore that soaks up the first rush of apply pressure, so the clutch pack is squeezed progressively instead of slammed. The pistons sit under a cover plate that is held down with small screws; Chrysler's 2007 service torque chart lists the accumulator cover screws at only 7 N·m (60 in-lb), which tells you how light that plate is. The factory pistons are plastic. After years of heat and line pressure they wear, crack or stop sealing, and the stock plate can flex. When a piston leaks or binds, the clutch it cushions fills unevenly and the adaptive controller keeps chasing a moving target.
Sonnax ties exactly these complaints to the accumulator circuit in its RFE valve body layout, and it lists a damaged accumulator plate as one of the problems its heavier plate and switch valve repairs address.
Accumulator wear does not set its own trouble code, so rule out the electrical side first. A failing solenoid pack, a line pressure sensor problem or a worn pressure control solenoid can produce the same harsh or soft shifts, and our 45RFE pressure control solenoid and line pressure guide walks through the P0868 and P0869 checks. Then read the CVIs: a single clutch whose volume index is out of range points to a fill problem in that circuit. The 45RFE and 545RFE valve body testing guide covers vacuum testing the bores and what a worn switch valve looks like, which matters because scored accumulator bores and a worn switch valve often show up on the same high-mileage valve body.
The kit is listed for 2000-2010 Dodge Dakota, 2000-2013 Durango, 2002-2010 Ram 1500, 2003-2010 Ram 2500 and 3500, 2011-2019 Ram 1500, 2011-2023 Ram 2500 and 3500, 2007-2009 Chrysler Aspen, 2006-2010 Jeep Commander, 1999-2013 Grand Cherokee and 2002-2007 Liberty, in every case only with an RFE automatic. Older four-speed units such as the 46RE and 47RE do not use this layout. Pull the valve body and compare the bore count and plate shape before you start, or send us your year and VIN and we will check it. Browse the rest of the family on the 45RFE and 545RFE parts page.
If the switch valve or other bores are worn too, a replacement 45RFE valve body may be the better fix, and with the valve body out it is the right time to add a solenoid pack with filter kit on a high-mileage unit. Professional installation is recommended.
| Transmission | 45RFE, 545RFE, 65RFE, 66RFE, 68RFE |
| Pistons | 5 billet aluminum accumulator pistons |
| Plate | Heavy-duty support plate |
| Hardware | 7 mounting bolts, 1 washer |
| Seals | 20 |
| Weight | 1.14 lb |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The listing covers 2011-2023 Ram 2500 and 3500 with an RFE automatic, which includes the 68RFE. Because the RFE valve body changed over the years, compare the accumulator bores and plate on your unit or send your VIN before installing.
No. The accumulators sit under a cover plate on the valve body, so the job is done with the pan dropped and the valve body removed. Many shops still do it during an overhaul when the unit is already on the bench.
Use Mopar ATF+4 or a fluid licensed to the ATF+4 specification. Chrysler lists a 5.2 L service fill on 4x2 and 6.2 L on 4x4 45RFE and 545RFE trucks, but always set the final level hot with the dipstick.
Yes. Run the Quick Learn with a scan tool so the controller relearns clutch fill volumes. Shift feel can take some normal driving to settle as the adaptives update.
No. Worn accumulators and a damaged plate can contribute to clutch damage, but a clutch that is already burned needs a rebuild. Replace the pistons as part of that repair so the new clutches fill correctly.
