{"product_id":"suncoast-performance-68rfe-category-2-rebuild-kit-with-torque-converter-sc-68-2","title":"SunCoast Performance 68RFE CATEGORY 2 REBUILD KIT WITH TORQUE CONVERTER - SC-68-2","description":"SunCoast Performance 68RFE CATEGORY 2 REBUILD KIT WITH TORQUE CONVERTER - SC-68-2\u003cbr\u003e\u003cbr\u003e\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eKit Includes the Following\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNew SunCoast V2 Billet Overdrive Drum Assembly\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Washer Kit\u003c\/li\u003e\n\u003cli\u003eNew 68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Complete Gasket and Sealing Kit\u003c\/li\u003e\n\u003cli\u003e68RFE Spin-on Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Pan Filter\u003c\/li\u003e\n\u003cli\u003e68RFE Thrust Bearing Kit\u003c\/li\u003e\n\u003cli\u003eUpgraded 2C Clutch Set\u003c\/li\u003e\n\u003cli\u003e68RFE Billet 2C Piston\u003c\/li\u003e\n\u003cli\u003e68RFE Accumulator Plate Kit\u003c\/li\u003e\n\u003cli\u003e4C Snap Ring Retainer\u003c\/li\u003e\n\u003cli\u003eTransgo 200 PSI Valve Body Kit (2007-2018 ONLY)\u003c\/li\u003e\n\u003cli\u003eAccumulator Piston Kit\u003c\/li\u003e\n\u003cli\u003eZero Cavitation Filter Kit\u003c\/li\u003e\n\u003cli\u003eMag Hytec Deep Pan (4 additional quarts )\u003c\/li\u003e\n\u003cli\u003e68RFE Category 1 Torque Converter\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eIn 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.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe 68RFE\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eIn 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe Category Kits\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThese 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.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe V2 Billet Drum Assembly\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eSome of the features and benefits of the 68RFE Billet V2 Drum Include:\u003c\/p\u003e\n\u003cdiv\u003e\n\u003cul\u003e\n\u003cli\u003e24% improvement in hydraulic clamping force over factory drum\u003c\/li\u003e\n\u003cli\u003eIncreased friction elements in overdrive\u003c\/li\u003e\n\u003cli\u003eQuad-ring design of inner drum o'ring maintains compression during high RPM's\u003c\/li\u003e\n\u003cli\u003eConsistent factory like CVI's\u003c\/li\u003e\n\u003cli\u003eNew lip seal style for outer sealing surface for outer seal with increased diameter\u003c\/li\u003e\n\u003cli\u003eWall thickness increased to improved drum rigidity\u003c\/li\u003e\n\u003cli\u003eNo Centrifugal apply springs\u003c\/li\u003e\n\u003cli\u003eIncreased wall thickness to reduce lateral movement in overdrive apply plate\u003c\/li\u003e\n\u003cli\u003eCompletely assembled drop-in replacement\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/div\u003e\n\u003cdiv\u003eThis 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.\u003c\/div\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe 2C Piston\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThe 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\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eZero Cavitation Filter Kit\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThis 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.\u003c\/p\u003e\n\u003cp\u003eThe system requires either a deep aluminum Mag-Hytec that we modify or a specific OE pan. This kit comes with a specific OE pan.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe High-Pressure Tuneless Reprogramming Kit\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eTransGo 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.\u003c\/p\u003e\n\u003cp\u003eUntil 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.\u003c\/p\u003e\n\u003cp\u003eIncreasing 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.\u003c\/p\u003e\n\u003cp\u003eTransGo 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.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eFeatures and Benefits:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNew 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\u003c\/li\u003e\n\u003cli\u003eNew drop-in torque converter limit valve system for both early and late pumps, saving the cost of a new pump\u003c\/li\u003e\n\u003cli\u003eConverter clutch apply pressure bypass to prevent the torque converter from ballooning\u003c\/li\u003e\n\u003cli\u003eReplacement self-cleaning low\/reverse switch valve as well as the end plug\u003c\/li\u003e\n\u003cli\u003eOptional TCC control valve for use with triple-disc converters for a smoother TCC apply\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eCorrects\/Prevents\/Reduces:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eBurnt OD frictions due to increased engine horsepower\u003c\/li\u003e\n\u003cli\u003eRough lock-up\u003c\/li\u003e\n\u003cli\u003eTCC slide bang\u003c\/li\u003e\n\u003cli\u003eTCC slip codes\u003c\/li\u003e\n\u003cli\u003eDrain-back\u003c\/li\u003e\n\u003cli\u003eLimp-in mode\u003c\/li\u003e\n\u003cli\u003eLow line pressure and code P0868\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eIncludes:\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePatent-pending triple valve body separator plate\u003c\/li\u003e\n\u003cli\u003eValve body gaskets\u003c\/li\u003e\n\u003cli\u003ePR valve spring\u003c\/li\u003e\n\u003cli\u003eNew drop-in torque converter limit valve system\u003c\/li\u003e\n\u003cli\u003eDrill jig, drill bit and deburring tool\u003c\/li\u003e\n\u003cli\u003eHeavy duty accumulator plate\/cover\u003c\/li\u003e\n\u003cli\u003eRecalibrated OD accumulator springs and shim\u003c\/li\u003e\n\u003cli\u003eReplacement self-cleaning low\/reverse switch valve as well as the end plug\u003c\/li\u003e\n\u003cli\u003eTransGo engineered accumulator seals\u003c\/li\u003e\n\u003cli\u003eTCC recalibration accumulator springs and retainer\u003c\/li\u003e\n\u003cli\u003eHeavy duty snap ring for input drum\u003c\/li\u003e\n\u003cli\u003eOptional TCC control valve for use with triple discs converter\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe Piston Replacement\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eAccumulator 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.\u003c\/p\u003e\n\u003cp\u003eSonnax 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.\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual-guide seals prevent piston-to-bore scuffing\u003c\/li\u003e\n\u003cli\u003eUpdated seal location allows use in scuffed bores\u003c\/li\u003e\n\u003cli\u003ePrevents transmission failure from broken plastic pistons\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt; color: #ff6600;\"\u003e\u003cstrong\u003eThe Deep Pan\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eWhat 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.\u003c\/p\u003e\n\u003cp\u003eThis pan is also modified specifically to fit the Suncoast Zero Cavitation filter kit.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 14pt;\"\u003e\u003cstrong\u003e\u003cspan style=\"color: #eb5f26;\"\u003eThe Torque Converter\u003c\/span\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eIf you are looking to increase the performance of the factory unit and looking for a cost-effective solution, this is the converter for you.\u003c\/p\u003e\u003cbr\u003e\u003cbr\u003e","brand":"SunCoast Performance","offers":[{"title":"Default Title","offer_id":48150422651138,"sku":"SCP-SC-68-2","price":6145.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0787\/0618\/0354\/files\/SCP-SC-68-2_1_1.jpg?v=1785027068","url":"https:\/\/www.lethalperformance.com\/products\/suncoast-performance-68rfe-category-2-rebuild-kit-with-torque-converter-sc-68-2","provider":"Lethal Performance","version":"1.0","type":"link"}