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ATS - Co-Pilot Lock-Up and Line Pressure kit - 2007.5+ Dodge 68RFE

6019012326

2007.5+ Dodge 68RFE
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ATS - CoPilot Lock-Up and Line Pressure kit - 2007.5-2009 Dodge 68RFE

Part # 6019012326


CoPilot Torque Converter and Line Pressure kit - 2007.5-09 Dodge 68RFE (Prod. date between 2/2007 and 7/2009), complete with harness.

The ATS Co-Pilot commands line pressure and improved clutch engagement rate allowing for the highest quality shifts. As well as extreme clutch holding ability. All this is done to improve the reliability of the 68RFE 6-speed transmission.

The ATS Co-Pilot also controls torque converter lock-up based on vehicle speed, engine load, throttle position and boost pressure. Allows lockup in 2nd gear!

The 68RFE is plagued by small overdrive clutch packs, a weak low sprag, late torque converter lock-up and inadequate line pressure. Typically, these issues can result in the failure of the stock transmission with just a mild tune or heavy trailer. ATS set out to create a product that addressed these concerns.

What is the ATS 68RFE Co-Pilot?

The Co-Pilot consists of a controller, harness and coil box. The harness plugs into the factory TCM located on the passenger side firewall. The installation also includes tapping two wires (MAP and TPS) so the controller can read engine load and throttle position. The controller mounts in the cab and allows the driver to adjust torque converter lock-up and sensitivity. These adjustments are made by depressing the up or down arrows. These changes can be made on-the-fly or with the vehicle stopped.

The coil box is mounted to the driver's side frame and requires no cutting or fitting.

What Does the ATS 68RFE Co-Pilot Do?

The Co-Pilot controls line pressure, clutch timing, by-passes the low sprag under high torque situations and locks the converter as early as 2ndgear providing there is sufficient engine torque. Line pressure is limited in a stock 68RFE to 170 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 400hp. The Co-Pilot reads boost pressure and throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the controller.

How much line pressure can be generated varies on whether it is a stock or ATS transmission. On a stock transmission, the Co-Pilot can reach max line pressure quicker than the factory TCM commands. This helps in avoiding clutch slip during the change from constant speed to quick acceleration. On an ATS-built 68RFE, line pressure can be nearly doubled to increase holding capacity and prevent clutch slip.

Clutch timing is programmed into the Co-Pilot and crucial to clutch pack life. On a stock or ATS transmission, clutch timing is optimized to reduce wear on clutch packs, efficiently transfer power and increase reliability.

The 68RFE low sprag assists in transferring power between 1st and 2nd gear. With high mileage, or more power than stock, hard acceleration in 1st gear can cause the sprag to fail. Catastrophic transmission failure will result. The ATS Co-Pilot routes power around the low sprag to eliminate this potential failure.

The torque converter lock-up strategy on a stock 68RFE leaves a lot to be desired. The factory TCM will command lock-up at a very low speed when at light throttle, this causes a sluggish condition, low boost and poor drivability. At higher power levels the factory TCM will not command the torque converter clutch until the throttle is reduced or a speed of over 90 MPH is achieved. By locking so late in the power band, a considerably amount of usable torque is left on the table. The ATS 68RFE Co-Pilot will lock the torque converter in 2nd gear, as low as 20 mph, under part or full throttle - along as the Co-Pilot senses there is clean usable power. This allows the inherent torque of the Cummins engine to be used for better efficiency and performance.

Lock-up occurs automatically based on several conditions being met. The controller will display up and down arrows – allowing the user to choose from various modes.

Modes Available in Co-Pilot

Stock Mode

This mode is entirely stock, meaning the Co-Pilot is not controlling any torque converter or transmission functions.

Tow Mode

Tow mode is a basic mode that will use the torque converter on deceleration as well as being able to lock in lower gears. In order to lockup on acceleration the following must be met, 15psi of boost, 40% throttle , 2nd gear or higher and 25 mph or higher. Deceleration will work until the transmission shifts in to 1st gear and until the throttle is depressed 3% or more. This mode also has full line pressure control.

Performance Mode 1

Performance mode is the most popular mode. This can lock up as soon as 2nd gear is engaged providing that the following conditions are met, 40% throttle or higher, 15psi boost, 2nd gear, and 20 mph. There is no lockup on deceleration unless above 65 mph. This mode also has full line pressure control.

Performance Mode 2

Performance mode 2 is used for higher powered trucks, typically 800 hp or above. It can be used on a stock truck as well, with no adverse affects. This can lock up as soon as 2nd gear is engaged providing that the following conditions are met, 60% throttle or higher, 15psi boost, 2nd gear, and 20 mph. There is no lockup on deceleration unless above 65 mph. this mode also has full line pressure control.

In summary, the Co-Pilot for the 68-RFE controls the transmission and torque converter in a more “dynamic manner” than a “static” program such as the factory TCM. Utilizing signals from the boost sensor, throttle position sensor, turbine speed sensor, output speed sensor and several other inputs. The Co-Pilot can control the transmission in a much more driver-friendly way. You will notice the engine has no dead spots or does not “bog down” under load. Under heavier acceleration, and when the engine is producing higher power levels, the transmission will transfer more power to the ground. This is because the Co-Pilot commands the torque converter clutch “on” and increases line pressure based on engine load – thus, transferring power to the wheels and eliminating slip and heat in the transmission.

Details

Shipping Information

  • Item Requires Shipping
  • 10.0 lbs.
  • W13.0000” x H8.0000” x L17.0000”
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