Pricing: $5,195.00

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Refundable Core Charge: $750.00


Kit Includes the Following

  • New SunCoast V2 Billet Overdrive Drum Assembly
  • New 68RFE Thrust Washer Kit
  • New 68RFE Thrust Bearing Kit
  • 68RFE Complete Gasket and Sealing Kit
  • 68RFE Spin-on Filter
  • 68RFE Pan Filter
  • 68RFE Thrust Bearing Kit
  • Upgraded 2C Clutch Set
  • 68RFE Billet 2C Piston
  • 68RFE Accumulator Plate Kit
  • 4C Snap Ring Retainer
  • Transgo 200 PSI Valve Body Kit (2007-2018 ONLY)
  • Accumulator Piston Kit
  • Zero Cavitation Filter Kit
  • Mag Hytec Deep Pan (4 additional quarts )
  • 68RFE Triple-Disc Torque Converter

In this new SunCoast Category 2 68RFE Rebuild Kit, we specifically add two changes versus the Category 1 68RFE Rebuild Kit: an upgraded Mag-Hytec Deep Pan and the SunCoast Billet V2 Drum Assembly.

The 68RFE

The 68RFE transmission is the big brother to the 45/545RFE transmission. The RFE platform was originally designed by Chrysler and was introduced in 1999 with the debut of the new Jeep Grand Cherokee. The "RFE" stands for Rear-wheel drive Fully Electronic control. The RFE design was mostly noted in the new design to have 3 planetary sets for a 4-speed transmission in the 45RFE.

In 2007, Chrysler debuted the new 6.7 Powerplant in the all new Dodge Ram, and Dodge wanted a transmission that was specifically designed for function. The previous platform utilized the Torqueflite 48RE platform. The 46/47/48 Chrysler platforms were 3 and 4-speed units that were mechanically and hydraulically controlled, with the most notable control system being governor pressure.

The first improvement Chrysler wanted to make over the Torqueflite platform was, obviously, the amount of forward gears. For the 68RFE transmission, Chrysler opted to change to a six-speed unit. The additional gears allowed Chrysler to add higher 1st-gear ratios and tighter shift recovery from one gear to the next. The tighter shift recovery essentially keeps the vehicle in higher averaged horsepower and torque numbers, while also adding torque multiplication.

The gear ratios were increased. as well. The new 68RFE boasts a whopping 3.23:1 first gear, compared to the 2.45:1 first gear found in the previous 47/48RE platform. Chrysler also increased second gear to a 1.83:1 versus the 1.45:1 found previously. The 68RFE was also given two overdrive gears, with 5th being .81:1 and 6th with the very deep .62:1. The predecessor had a single overdrive that was a .69:1.

The Category Kits

The SunCoast Category 68RFE transmission rebuild kits are designed and developed with intentions of taking a systematic approach to solving the issues with the 68RFE transmission. We approach each deficiency and need with careful consideration.

These kits offer you the same recipes that are used in our facility when we build these units. We aim to offer you the most complete series of 68RFE rebuild kits available on the market today with proven combinations for a successful build.

The V2 Billet Drum Assembly

The factory overdrive clutches are at a high risk of failure when towing or installing aftermarket programmers, delete kits, or larger turbos. When exposed to increased torque or higher temperatures, the factory drum will distort, causing additional clearance and uneven apply. This will always result in burnt clutches. These clutches in the overdrive housing are, by far, the weakest link in the 68RFE transmission design.

The V2 68RFE Billet drum is the most revolutionary thing that has happened to the 68RFE. There has been no other project here that we have invested as much research and development in. We have had over 1,000 horsepower on this drum. This is the end-all, be-all of the 68RFE drums, correcting the issues plaguing the overdrive circuit without the annoying squawk that is so common in the 68RFE.

Some of the features and benefits of the 68RFE Billet V2 Drum Include:

  • 24% improvement in hydraulic clamping force over factory drum
  • Increased friction elements in overdrive
  • Quad-ring design of inner drum o'ring maintains compression during high RPM's
  • Consistent factory like CVI's
  • New lip seal style for outer sealing surface for outer seal with increased diameter
  • Wall thickness increased to improved drum rigidity
  • No Centrifugal apply springs
  • Increased wall thickness to reduce lateral movement in overdrive apply plate
  • Completely assembled drop-in replacement
This new 68RFE overdrive billet drum boasts a whopping 24% clamping force over the factory drum, improving apply time and reducing slip engagement dramatically. This new V2 drum also incorporates a newly designed Quad Ring that allows ideal stretch and compression during higher RPM operation to ensure a consistent clutch volume index throughout the life of the transmission. Wall thickness has also been increased in this new drum to improve drum rigidity and reduce lateral movement in the overdrive apply plate. This drum comes completely assembled as a drop-in replacement with all new internals. There is no need for a core, and nothing is used from the previous factory set up. Whether its heavy towing or street use, this SunCoast V2 Drum is the right drum for you.

The 2C Piston

The factory molded piston is prone to uneven apply, which leads to excessive heat in the clutches and steels and creates premature failure. In this 68RFE transmission rebuild kit, we replace the factory piston with a much-improved billet piece that also allows for one additional clutch, further increasing surface apply area. This new billet apply pistons corrects these issues and adds matched performance

Zero Cavitation Filter Kit

The factory 68RFE has had many issues with pressure relief check valve system on the transmission pan filters. Initially Chrysler had issues with the plastic filter splitting in half. This was later remedied by adding a pressure relief valve on top of the filter. This later showed to be an issue as the valve would release itself from the filter altogether.

This new bottom feeder filter kit allows the usage of a torqueflite filter to not only prevent pump cavitation but allow higher volume of fluid to be passed through the system. This will also improve fluid flow in high line pressure situations.

The system requires either a deep aluminum Mag-Hytec that we modify or a specific OE pan. This kit comes with a specific OE pan.

The High-Pressure Tuneless Reprogramming Kit

TransGo High-Pressure Tuneless™ Reprogramming Kits fit 1999 to 2018 Chrysler, Dodge, RAM, and Jeep vehicles equipped with 45RFE, 545RFE, 65RFE, 66RFE and 68RFE automatic transmissions equipped with gas or diesel engines. This kit provides increased transmission durability for engines with increased horsepower and torque output when aftermarket engine tuners and other modifications are installed.

Until now, when someone increased the power output of the engine, the only way to significantly increase the transmission operating pressure required reprogramming the computer. As a result, computer programming often leads to harsh or binding shifts, erratic operation, and at times, catastrophic internal hard parts failure.

Increasing main line pressure the conventional way with a pressure regulator spring could not be done because the computer monitoring system would recognize the higher-than-expected pressure and immediately set a code as well as putting the transmission into limp-in mode.

TransGo Tuneless technology provides a re-calibrated pressure curve that mirrors the throttle position and torque demand. Consequently, this elevated pressure curve delivers increased clutch and TCC holding capacity along with shorter cleaner shifts at all throttle openings. The patent-pending internally balanced calibrations provides a progressive clutch apply pressure that increases line pressure across the entire throttle span. As a result, max line pressure is now 210 psi which is a 30% increase over the OEM 160 psi max line! The Kit also addresses the converter clutch apply circuit with a built-in bypass to prevent converter ballooning that comes with elevated line pressure.

Features and Benefits:

  • New pressure regulator spring and matching triple valve body separator plate that adds 30% more line pressure across the entire throttle curve to all of the clutch elements, therefore eliminating the need for computer programming
  • New drop-in torque converter limit valve system for both early and late pumps, saving the cost of a new pump
  • Converter clutch apply pressure bypass to prevent the torque converter from ballooning
  • Replacement self-cleaning low/reverse switch valve as well as the end plug
  • Optional TCC control valve for use with triple-disc converters for a smoother TCC apply


  • Burnt OD frictions due to increased engine horsepower
  • Rough lock-up
  • TCC slide bang
  • TCC slip codes
  • Drain-back
  • Limp-in mode
  • Low line pressure and code P0868


  • Patent-pending triple valve body separator plate
  • Valve body gaskets
  • PR valve spring
  • New drop-in torque converter limit valve system
  • Drill jig, drill bit and deburring tool
  • Heavy duty accumulator plate/cover
  • Recalibrated OD accumulator springs and shim
  • Replacement self-cleaning low/reverse switch valve as well as the end plug
  • TransGo engineered accumulator seals
  • TCC recalibration accumulator springs and retainer
  • Heavy duty snap ring for input drum
  • Optional TCC control valve for use with triple discs converter

The Piston Replacement

Accumulator piston scuffing and bore wear are common issues in Chrysler 45RFE, 545RFE, 65RFE, 66RFE and 68RFE valve bodies, especially when running increased pressures. The OE accumulator pistons have two seal rings. The seal groove at the open end of the piston is a larger diameter, with the seal ring acting as a guide to prevent piston-to-bore contact. The seal groove at the closed end of the piston is a smaller diameter, and the seal ring acts as a conventional seal. However, due to the smaller seal groove diameter, the piston will contact the bore when side-loaded, resulting in scuffing, wear and leakage of clutch apply pressure.

Sonnax Accumulator Piston Kit (44894-01K) features two guide seal rings, one at each end of the piston to prevent piston-to-bore scuffing when side loaded. Additionally, the oil sealing ring location is relocated on the piston, allowing it to run in an un-worn portion of the bore and enabling bores with moderate scuffing to be salvaged. Manufactured from 6061 billet aluminum, these pistons will upgrade late-model applications with plastic pistons to prevent transmission failure due to piston breakage.

  • Dual-guide seals prevent piston-to-bore scuffing
  • Updated seal location allows use in scuffed bores
  • Prevents transmission failure from broken plastic pistons

The Deep Pan

What is the easiest upgrade to ensure long service life out of your 68RFE transmission? A simple pan upgrade does wonders. In this kit you will receive a Mag-Hytec deep aluminum pan. This new 68RFE deep aluminum pan will add an additional 4 quarts of transmission fluid. The additional fluid will increase surface area for the fluid, ensuring cool temperatures when towing or hauling. This new deep 68RFE pan also is equipped with a flush mount drain port, allowing quick and easy fluid replacement. This pan is also ribbed, allowing for additional heat dissipation and structural integrity to keep flex at a minimum.

This pan is also modified specifically to fit the Suncoast Zero Cavitation filter kit.

The Torque Converter

This Category 1 SunCoast Torque Converter fits 68RFE transmissions and is engineered to handle all of your every-day duties. Whether you're towing a camper or hauling dirt to a job site, this torque converter is designed to improved vehicle response and give you years of solid, reliable performance. It comes with furnace-brazed fins and hardened turbine splines. The clutches in this converter are carbon-graphitic for precise and accurate lock-up.

The front cover is CNC'd from 4140 HTSR steel to exact tolerances. The factory apply piston on these units is known to be a weak link on the 68RFE torque converters. On the SunCoast Category 1 68RFE Torque Converter, the apply piston is also upgraded to billet material, ensuring zero deflection when applied and precise-lock up consistently for the life of the vehicle.

If you are looking to increase the performance of the factory unit and looking for a cost-effective solution, this is the converter for you.



Shipping Information

  • Item Requires Shipping
  • 104.0 lbs.
  • W33.2500” x H30.0000” x L29.5000”

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