68RFE Solenoid Kit 2007, remanufactured and ready to install. Fits the 68RFE. Ships fast from the USA.
The 2007 Ram 2500 and 3500 were the first trucks to pair the 6.7L Cummins with the 68RFE six-speed, and many of those early transmissions now have well over a decade of towing heat in the valve body. If yours drops into limp mode, shudders when the converter tries to lock on the highway, or slams the 1-2 shift, this is the part a lot of owners search for as a solenoid kit. The listing photo shows a remanufactured valve body with the solenoid pack mounted on it, so the electrical pack and the worn hydraulic casting are both replaced in one bolt-in assembly.
In the 2007 design, the low/reverse solenoid does two jobs. In first gear the solenoid switch valve routes its oil to the low/reverse clutch, and once the truck is moving the same valve redirects that oil to the converter clutch. The pack on top also carries a dedicated overdrive solenoid and five pressure switches that tell the computer whether each clutch circuit made pressure. That shared low/reverse and converter circuit is why a leaking switch valve bore on these early units shows up both as lockup complaints and as Reverse complaints. A new pack on an old casting cannot seal a worn bore, which is the case for buying the complete valve body.
Gears Magazine explains that P0740 sets when the converter clutch, at full duty cycle, cannot pull engine speed within about 60 rpm of input speed. On a 2007 truck that can be a hydraulic leak in the switch valve circuit with a perfectly good solenoid, so watch commanded and actual line pressure on a scan tool before you blame the pack. Our 68RFE Ram 3500 Cummins shift problems guide walks through the road test, and the 68RFE shift solenoid testing guide covers the engine-running Reverse switch check that rules wiring in or out in a few minutes.
This version is listed for the 2007 68RFE, which covers the 2007 Ram 2500 and 3500 with the 6.7L Cummins. The pack shown uses the white connector that Chrysler ran through 2009, before the gray-connector pack without the overdrive solenoid arrived in 2010. Valve body calibrations and part numbers were revised over the years, so read the tag on your casting and the connector color on your pack and compare them with the photo before you buy. If anything does not match, send us your year and VIN. Later trucks will find their versions in the 68RFE collection.
Drain and drop the pan, pull the filter, unplug the case connector and unhook the manual valve lever before lowering the old valve body. Use the separator plate gasket that matches a white-connector pack, start every bolt by hand, and torque in sequence so the plate seats evenly. Fill with ATF+4 and set the level only after the fluid is fully warm. Clear codes and run the shift relearn before you tow anything. Because a first-year unit has probably seen a lot of heat, this is a good time to inspect the clutch material in the pan; if it is heavy, a 68RFE master rebuild kit belongs on the bench. Heat is the enemy of this valve body, and a ZeroStat cooler bypass kit helps keep fluid temperatures in check when you tow.
| Fits | 68RFE 2007 |
| Part type | Solenoid 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.
The photo shows a remanufactured 68RFE valve body with the solenoid pack already mounted, so you get the hydraulic casting and the electrical pack together rather than individual solenoids.
That is the application it is listed for. Confirm the white connector on your existing pack and the tag on your valve body casting, or send us your year and VIN to double-check.
It can when the cause is a leaking solenoid switch valve circuit or a weak low/reverse solenoid, which both feed the converter clutch on 2007-2018 units. Check line pressure first to make sure the converter itself is not the problem.
ATF+4 only, with the level set when the fluid is at full operating temperature.
Yes. Clear codes and run the shift relearn with a scan tool so the computer adapts clutch fill timing to the new valve body.
