68RFE Shift Kit 2009, remanufactured and ready to install. Fits the 68RFE. Ships fast from the USA.
Early 6.7L Cummins Ram 2500 and 3500 trucks with the 68RFE, built through 2009, are the ones most likely to have extra power from a tuner and the ones most likely to have burned an Overdrive clutch because of it. This is an extreme duty remanufactured 68RFE valve body for that early 7-check-ball design, part number CR-2762XD-2. It is a reworked valve body with billet and heavy-duty plates, not a loose shift kit, and it is set up for trucks running modified line pressure and custom tuning. The solenoid block is not included; you reuse your own or install a new one.
In the 68RFE every shift is a clutch-to-clutch handoff controlled by solenoids on top of the valve body. The faster a clutch fills and clamps, the less time it spends slipping and making heat. A stock valve body was calibrated for a stock engine. Add a tuner, bigger tires or a heavy trailer and the clutches are asked to hold far more torque than the factory hydraulics were sized for, so they slip longer on each shift. This unit replaces the stamped and cast parts that limit that with a billet aluminum channel plate, billet accumulator pistons, a heavy-duty accumulator support plate, a heavy-duty separator plate with gaskets, and a modified transfer plate and separator plate meant to work with modified line pressure. It also carries an updated solenoid switch valve and plugs, which matters because that switch valve and its bore plug move on the 1-2, 2-3 and 3-4 shifts and are the usual source of a leak that starves the Overdrive clutch.
Start with a scan tool and a road test. On a healthy 68RFE commanded and actual line pressure track each other, with idle pressure around 60 to 70 psi. Oversized tires and engine tuning both make the computer ask for more pressure, so log what the truck is commanding before blaming any part. If the switch valve area leaks, the Overdrive clutch is fed short and the slip shows up on the 3-4 and 4-5 shifts; a vacuum test of the switch valve and bore plug confirms it. Our 68RFE Ram 3500 Cummins shift problems guide walks through the full diagnosis, and the 68RFE Ram 2500 common problems guide covers what fails on the early trucks.
This valve body is listed for the 68RFE up to 2009 with the 7-check-ball valve body. In practice that is the 2007.5 through 2009 Ram 2500 and 3500 with the 6.7L Cummins, which used the original white-connector solenoid pack. The 68RFE changed in 2010 with running valve body revisions and a gray-connector pack that deleted the Overdrive solenoid, so a 2010-or-later truck needs a different valve body. Before ordering, confirm the white connector and the 7-ball layout on your old unit. Because this unit is built for modified pressure, it is the right choice for a tuned or hard-working truck, not a stock daily driver. Send us your year and VIN if you want us to confirm it. Everything we carry for this transmission is on the 68RFE parts page.
| Fits | 68RFE 2009 |
| Part type | Shift Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. The solenoid block is not included. Reuse your existing solenoid pack if it tests good, or install a new one with a fresh gasket.
No. This is the early 7-check-ball design listed up to 2009, which used the white-connector solenoid pack. In 2010 the 68RFE moved to revised valve bodies and a gray-connector pack.
It is built with a modified transfer plate and separator plate for use with modified line pressure and custom tuning. It is meant for tuned, towing or high-power trucks rather than a stock daily driver.
It has a billet channel plate, billet accumulator pistons, a heavy-duty accumulator support plate, a heavy-duty separator plate with gaskets, modified transfer and separator plates, and an updated solenoid switch valve with new plugs.
ATF+4. Check the level hot after the install and run the quick learn with a scan tool.
