68RFE Upgrades: The Complete Performance, Towing & Reliability Guide

The 68RFE can be dramatically improved with the right upgrades.

Whether you own a stock 6.7L Cummins daily driver, tow a heavy fifth wheel, run 35- or 37-inch tires, have added engine tuning, or are building a 700+ horsepower truck, the key is upgrading the 68RFE in the correct order. At Next Gen Drivetrain, our in-house engineering department does not approach the 68RFE as a collection of unrelated parts.

We look at it as a complete system:

Hydraulic control + clutch capacity + torque converter + pump + hard parts + cooling + calibration

That distinction matters because many 68RFE failures begin when one part of this system can no longer support another.

For example:

Hydraulic leakage → reduced clutch apply force → clutch slip → excessive heat → damaged friction material → transmission failure

Simply installing stronger clutches does not necessarily solve hydraulic leakage. Likewise, increasing line pressure does not automatically repair a worn valve body. And installing billet shafts does nothing to prevent an Overdrive clutch from slipping because it isn't being applied correctly.

What are the best upgrades for a 68RFE?

For most trucks, Next Gen Drivetrain recommends upgrading the 68RFE in approximately this order:

1. Valve body and hydraulic system

2. Transmission calibration and pressure strategy

3. Torque converter

4. Overdrive and other clutch capacity

5. Oil pump and hydraulic-support components

6. Billet shafts, drums, hubs and other hard parts as power increases

7. Cooling, fluid capacity and supporting drivetrain modifications

For an otherwise healthy stock or mildly tuned transmission, the valve body is usually where we recommend starting.

For a 600–700+ horsepower truck, the correct answer increasingly becomes a complete transmission engineered for the application.

Why Does the 68RFE Need Upgrades?

The 68RFE was designed as a mass-produced automatic transmission for Ram trucks equipped with the 6.7L Cummins.

It offers good drivability, adaptive electronic control and relatively quick clutch-to-clutch shifts, but several areas become increasingly important as mileage, towing load and engine torque increase.

Next Gen Drivetrain's in-house engineering department focuses heavily on:

• Valve-body hydraulic leakage

• Clutch holding capacity

• Overdrive clutch durability

• Torque converter capacity

• Accumulator operation

• Pump performance

• Clutch clearance

• Internal component strength

• Transmission calibration

• Heat management

Our philosophy is not that the 68RFE is inherently incapable of being reliable.

We view it as a transmission with specific, identifiable weaknesses that can be improved through engineering. Next Gen Drivetrain's published 68RFE technical material similarly identifies hydraulic leakage, inadequate clutch capacity, mechanical flex, converter concerns and heat among the areas that deserve attention.

What Is the Best First Upgrade for a 68RFE?

For an otherwise healthy transmission, Next Gen Drivetrain recommends starting with the valve body.

The reason is simple:

Every clutch inside the 68RFE depends on hydraulic pressure.

The transmission pump creates pressure.

The valve body must then:

• Regulate that pressure

• Contain it

• Route it to the correct circuit

• Fill the appropriate clutch

• Control clutch application

• Control clutch release

• Manage torque converter clutch operation

If hydraulic leakage develops, a perfectly usable clutch can begin slipping because it isn't receiving enough apply force.

That makes the valve body fundamentally different from many other upgrades.

A billet input shaft makes the shaft stronger.

An upgraded clutch pack increases friction capacity.

A stronger converter increases converter capacity.

But the valve body controls the hydraulic system responsible for making many of those upgraded components function correctly.

1. Upgrade the 68RFE Valve Body

If you're looking for the highest-value upgrade that can be performed without removing and rebuilding the entire transmission, we believe the valve body should be near the top of the list.

Next Gen Drivetrain has invested extensively in RFE valve-body development. Our current RFE valve-body lineup incorporates proprietary valves, separator/channel-plate technology, accumulator modifications and hydraulic-circuit changes, and Next Gen Drivetrain states that its 68RFE products are developed around an engineering-focused approach rather than simply restoring a worn unit to factory configuration.

What Does an Upgraded 68RFE Valve Body Do?

A properly engineered valve body can help improve:

• Hydraulic integrity

• Clutch apply control

• Pressure stability

• Shift timing

• Torque converter clutch control

• Resistance to internal cross-leakage

• Operation at increased line pressure

• Long-term clutch protection

Next Gen Drivetrain's current billet RFE valve body includes upgrades such as a billet channel plate, steel solenoid-switch-valve components, upgraded accumulators, a heavy-duty separator plate, Overdrive accumulator modifications and Low/Reverse hydraulic upgrades.

The goal is not simply harder shifts.

A common misconception is that a "performance valve body" should make every shift violent.

Our in-house engineering department takes the opposite approach.

The ideal shift should be:

Quick + controlled + well-timed + hydraulically secure

A harsh shift is not automatically a good shift.

Our objective is to minimize unnecessary clutch slip without sacrificing drivability.

Is a Valve Body Upgrade Worth It on a Stock 68RFE?

Yes, particularly if long-term reliability is the objective.

Hydraulic wear is not limited to high-horsepower trucks.

A stock transmission still experiences:

• Hundreds of thousands of valve movements

• Heat cycles

• Clutch applications

• Converter lockup events

• Towing loads

• Normal component wear

For this reason, we consider a valve body upgrade appropriate for:

• Stock daily drivers

• Tow vehicles

• Work trucks

• Mildly tuned Cummins trucks

• Trucks running larger tires

• Owners planning future power upgrades

The best time to improve hydraulic integrity is before a clutch has already been damaged by slip.

2. Upgrade the Torque Converter

The torque converter transfers all engine power into the transmission.

As Cummins torque increases, converter capacity becomes increasingly important.

An upgraded 68RFE torque converter can include improvements to:

• Lockup clutch capacity

• Converter cover strength

• Apply piston strength

• Stator

• Sprag

• Impeller hub

• Bearings and bushings

Next Gen Drivetrain's current complete 68RFE builds incorporate progressively upgraded converters, including billet converter components and multi-disc lockup systems depending on build level.

Why Upgrade the Torque Converter?

The factory converter has to tolerate:

• High Cummins torque

• Towing load

• Repeated lockup cycles

• Increased engine power

• Heat

If the torque converter clutch begins slipping:

TCC slip → heat → friction deterioration → contaminated fluid → additional transmission damage

A high-capacity converter becomes increasingly important as engine output rises.

Stock or mildly tuned truck

The original converter may remain serviceable if it is healthy.

Approximately 500 HP

We strongly consider an upgraded converter, particularly for towing or hard use.

Around 600 HP

A properly matched upgraded converter should generally be considered part of the transmission package.

700+ HP

A high-capacity billet multi-disc converter becomes a core component rather than an optional accessory.

3. Upgrade the 68RFE Overdrive Clutch System

The Overdrive clutch is one of the most important areas to address in a serious 68RFE build.

It receives significant use because the OD clutch remains applied through multiple upper gears.

Failures can occur because of:

• Insufficient clutch holding capacity

• Hydraulic pressure loss

• Excessive clutch clearance

• Heat

• Component distortion

• Increased engine torque

• Heavy towing

Next Gen Drivetrain therefore uses increased Overdrive clutch capacity in its higher-level complete 68RFE builds rather than simply returning the transmission to an OE friction configuration.

More Clutches Alone Are Not the Complete Solution

Adding friction surfaces can increase holding capacity.

But the clutch still has to be hydraulically applied.

This is why our in-house engineering department connects Overdrive clutch upgrades with valve-body improvements.

The correct approach is:

More clutch capacity + better hydraulic integrity + correct clearance + appropriate pressure

not simply:

More clutches.

4. Improve 2C, 4C and Other Clutch Capacity

At higher power levels, Overdrive is not the only clutch requiring attention.

The 68RFE uses multiple clutch elements to produce its forward gear ratios, and each one experiences different loading depending on gear selection and shift events.

A complete performance build may therefore modify:

• Overdrive clutch

• 2C clutch

• 4C clutch

• Underdrive clutch

• Low/Reverse clutch

Appropriate improvements can include:

• Higher-capacity friction material

• Additional friction surfaces

• Revised steel configuration

• Improved thermal capacity

• Carefully controlled clutch clearance

Why clutch clearance matters

Adding more clutches without controlling clearance can actually create new problems.

Too much clearance can cause:

• Delayed clutch fill

• Slow application

• Shift flare

Too little clearance can cause:

• Clutch drag

• Heat

• Incomplete release

• Shift timing problems

This is where having an actual in-house transmission engineering department matters.

We are not simply asking:

“How many clutches can physically fit?”

We are asking:

“How much capacity can we add while maintaining correct clutch dynamics?”

5. Upgrade the Oil Pump

The transmission pump is responsible for creating hydraulic pressure.

As power and commanded line pressure increase, pump condition becomes increasingly important.

A performance 68RFE pump may benefit from:

• Inspection and blueprinting

• Improved sealing

• Separator-plate improvements

• Pressure-regulation modifications

• Increased durability at higher pressure

Next Gen Drivetrain's higher-tier complete 68RFE builds include upgraded pump components alongside the valve body, converter and clutch modifications.

Why pump and valve body upgrades work together

Think of the system this way:

Pump = creates pressure

Valve body = controls pressure

A strong pump feeding a leaking hydraulic system is incomplete.

Likewise, a perfectly sealed valve body cannot compensate for a badly worn pump that cannot supply adequate oil.

The two systems should be engineered together.

6. Increase Line Pressure—Correctly

One of the most common 68RFE performance upgrades is increased line pressure.

Does higher line pressure make a 68RFE hold more power?

Yes, additional clutch apply pressure can increase clutch holding capacity—but only when used correctly.

Higher pressure increases the force acting on the clutch piston.

That can improve the clutch's ability to hold engine torque.

But more pressure is not automatically better.

If the valve body has internal leakage:

Commanding higher pressure does not repair the leak.

Our in-house engineering department therefore prioritizes:

Hydraulic integrity first → appropriate pressure second

rather than attempting to use extreme pressure as a substitute for proper mechanical design.

Next Gen Drivetrain's billet RFE valve body is designed around high-pressure capability while also addressing internal leakage and hydraulic control.

7. Tune the Transmission

As performance increases, TCM calibration becomes increasingly important.

The 68RFE is electronically controlled.

Transmission tuning can influence:

• Shift scheduling

• Line-pressure command

• Torque management

• Converter lockup

• Shift timing

• Clutch-fill behavior

Do You Need Tuning With an Upgraded Valve Body?

Not necessarily.

Next Gen Drivetrain's current RFE billet valve body is designed to operate without requiring a relearn simply because the valve body was installed.

However, if you want the TCM to command pressure or operating strategies beyond the factory calibration, transmission tuning becomes necessary.

This distinction is important:

Valve body modification is hydraulic.

TCM tuning is electronic.

They complement each other but are not the same thing.

For higher-power builds, our preferred strategy is:

Build a mechanically and hydraulically sound transmission first, then calibrate it intelligently.

8. Upgrade the Input Shaft

The input shaft transfers converter torque into the transmission.

As horsepower, torque and shock loading increase, the shaft becomes increasingly important.

Do You Need a Billet Input Shaft?

Not every 68RFE does.

A billet shaft becomes increasingly attractive for:

• Higher-horsepower builds

• High torque

• Drag racing

• Boosted launches

• Sled pulling

• Heavy-duty use with substantial additional power

For a stock or mildly modified daily driver, spending money on an extreme billet shaft may offer little practical benefit compared with first improving the valve body and converter.

At higher output, however, the consequences of a shaft failure make upgraded material increasingly worthwhile.

Next Gen Drivetrain's upper-level 68RFE builds use billet input shafts and progressively stronger input-system components as their intended power capacity rises.

9. Upgrade the Overdrive Drum and Hub

At higher power levels, the components supporting the Overdrive clutch assembly themselves become increasingly important.

Performance builds may use:

• Billet Overdrive drum

• Billet OD hub

• Improved retaining components

• Stronger supporting hardware

Next Gen Drivetrain's higher-level 68RFE configurations include billet Overdrive components as part of the progression from a towing/reliability build toward a purpose-built performance transmission.

This illustrates an important upgrade philosophy:

Upgrade the weak link appropriate to the power level.

A stock daily driver does not require every available billet component.

A 700+ horsepower truck increasingly does.

10. Upgrade the Flexplate When Appropriate

The flexplate connects the Cummins crankshaft to the torque converter.

A stock flexplate may be perfectly adequate for many stock and mildly modified trucks.

But an upgraded flexplate becomes increasingly appropriate as:

• Engine torque increases

• Converter capacity increases

• Launch loads become more severe

• The vehicle enters competition use

The important variable is not horsepower alone.

A 650-horsepower truck gradually rolling into throttle can generate a very different drivetrain load than a similar-power truck launching under boost in four-wheel drive.

For severe performance applications, a properly engineered high-strength flexplate can add another layer of drivetrain protection.

11. Increase Cooling Capacity

Heat is one of the greatest enemies of automatic transmission durability.

A performance or towing 68RFE may benefit from:

• Increased fluid capacity

• Deep transmission pan

• Efficient transmission cooler

• Proper cooler airflow

• Clean cooler lines

But there is an extremely important warning:

Cooling does not repair slip.

If your transmission suddenly runs hotter because:

• An OD clutch is slipping

• The converter clutch is slipping

• Hydraulic pressure is inadequate

then a larger cooler may reduce the temperature while leaving the actual failure mechanism untouched.

Next Gen Drivetrain's in-house engineering philosophy is to determine:

Why is heat being generated?

before simply adding more cooling.

12. Use the Correct Transmission Fluid

Ram specifies ATF+4 for the 68RFE.

Using the appropriate transmission fluid matters because fluid affects:

• Lubrication

• Hydraulic operation

• Clutch friction behavior

• Converter operation

• Temperature control

Ram specifically states that ATF+4 is required for the 68RFE and warns that using incorrect fluid can affect transmission function or performance.

Performance upgrades do not eliminate the importance of basic maintenance.

13. Consider Axle Gearing With Larger Tires

One of the most overlooked 68RFE "upgrades" isn't inside the transmission at all.

Axle gearing matters.

Installing significantly larger tires effectively makes the truck's final-drive ratio taller.

That can increase:

• Converter load

• Clutch load

• Heat

• Shift frequency

• Throttle required to accelerate

A truck running 37-inch tires, stock gearing, additional engine power and a heavy trailer may be placing considerably greater stress on the 68RFE than the owner realizes.

For dedicated tow vehicles or trucks with substantially oversized tires, appropriate axle gearing can reduce the amount of compensation required from the transmission.

What 68RFE Upgrades Do I Need for a Stock Truck?

For a stock truck focused primarily on reliability, our recommended priorities are relatively simple:

1. Valve Body

This would be our first major preventative upgrade.

2. Maintenance

Correct ATF+4, proper fluid level and appropriate filter service.

3. Monitor Temperature

Unexpected temperature increases can be an early sign of slip.

4. Torque Converter as Needed

Upgrade if the converter develops problems or if the transmission is eventually being rebuilt.

5. Avoid Unnecessary Billet Parts

A stock daily driver does not need to be built like a 1,000-horsepower race truck.

The goal should be reliability per dollar.

What 68RFE Upgrades Do I Need for Towing?

For a serious tow vehicle, Next Gen Drivetrain generally prioritizes:

• Upgraded valve body

• Improved hydraulic control

• Upgraded torque converter

• Increased OD clutch capacity if rebuilding

• Improved pump

• Appropriate cooling

• Deep pan where useful

• Conservative transmission calibration

• Correct axle gearing for large tires

This is one of the applications where our in-house engineering philosophy matters most.

A tow transmission does not necessarily need every extreme racing component.

It needs excellent hydraulic control, thermal capacity, clutch holding force and long-term reliability.

Next Gen Drivetrain's complete 68RFE line includes configurations specifically oriented toward economical reliability, towing and progressively higher performance levels.

What 68RFE Upgrades Do I Need for a Tuned Cummins?

For a mildly tuned truck:

• Valve body upgrade

• Appropriate TCM calibration

• Monitor line pressure

• Monitor OD clutch behavior

• Upgraded converter strongly considered as power rises

This is where upgrading before failure can be especially valuable.

The sequence we prefer is:

Healthy transmission → valve-body/hydraulic upgrade → appropriate tuning → additional engine power

rather than:

Additional power → slipping transmission → burned clutches → rebuild

What 68RFE Upgrades Do I Need for 500 Horsepower?

At approximately 500 HP, our priorities would generally include:

• Next Gen Drivetrain upgraded valve body

• Proper hydraulic pressure strategy

• Appropriate transmission tuning

• Upgraded torque converter strongly considered

• Excellent fluid and cooling management

• Careful monitoring of Overdrive clutch behavior

A complete billet transmission is not necessarily required for every 500-horsepower application.

The biggest question is how the truck will be used.

A 500-horsepower daily driver and a 500-horsepower truck towing a large fifth wheel every week are not equivalent.

What 68RFE Upgrades Do I Need for 600 Horsepower?

At approximately 600 HP, we increasingly recommend treating the transmission as a complete build.

That generally means:

• Billet/upgraded valve body

• Increased OD clutch capacity

• Improved other clutch packs as appropriate

• Upgraded torque converter

• Improved pump

• Proper clutch clearances

• Transmission tuning

• Appropriate cooling

• Evaluation of the input shaft and OD hard parts

This is where the stock internal configuration begins offering considerably less safety margin.

What 68RFE Upgrades Do I Need for 700+ Horsepower?

At 700 horsepower and beyond, a purpose-built transmission becomes increasingly appropriate.

Potential upgrades include:

• High-capacity valve body

• Increased OD clutch capacity

• Increased 2C/4C capacity

• Performance friction materials

• Billet input shaft

• Billet OD drum

• Billet OD hub

• Upgraded pump

• High-capacity triple-disc converter

• Supporting billet internal components

• Deep pan

• TCM calibration

• Engine torque management

Next Gen Drivetrain's higher-level complete 68RFE builds use combinations of billet valve bodies, oversized Overdrive clutch packs, upgraded pumps, billet shafts, billet OD components and multi-disc billet torque converters as build level increases.

68RFE Upgrade Guide by Power and Use

Application	Valve Body	Converter	Clutches	Billet Hard Parts	Tuning
Stock daily driver	Recommended	As needed	Stock if healthy	Usually unnecessary	Factory acceptable
Heavy towing	Strongly recommended	Recommended	Upgrade if rebuilding	Application dependent	Helpful
Mild tune / ~500 HP	Strongly recommended	Strongly considered	Evaluate	Usually selective	Recommended
~600 HP	Required in our preferred build strategy	Upgraded	Increased capacity	Selective	Recommended
~700+ HP	High-capacity upgrade	Billet multi-disc	Major upgrades	Recommended	Purpose-built
Competition/extreme power	Maximum hydraulic build	Maximum-capacity converter	Maximum practical capacity	Extensive billet components	Essential

These should be treated as general engineering guidelines, not universal horsepower guarantees.

Torque delivery, tire size, vehicle weight, towing, launch style and calibration can dramatically change component requirements.

Should I Upgrade My 68RFE Before It Fails?

Yes, particularly when discussing the valve body.

Preventative modifications have the greatest value while the transmission is still mechanically healthy.

A valve-body upgrade cannot restore friction material that has already been burned away.

That creates two very different scenarios:

Healthy transmission

Upgrade hydraulic system → protect clutch operation

Already-damaged transmission

Rebuild transmission + correct hydraulic root cause

Waiting until the transmission is slipping badly eliminates many of the advantages of preventative modification.

Can I Upgrade a 68RFE Without Rebuilding It?

Yes.

Several useful upgrades can be performed without completely rebuilding the transmission, with the valve body being the most significant example.

Depending on the application, owners can address:

• Valve body

• Hydraulic control

• Transmission calibration

• Cooling

• Pan/fluid capacity

without performing a complete internal rebuild.

This is exactly why Next Gen Drivetrain recommends a valve-body-first strategy for many healthy stock and mildly modified trucks.

Next Gen Drivetrain currently offers both complete upgraded RFE valve bodies and DIY-oriented valve-body upgrade packages.

When Does a 68RFE Need a Complete Rebuild?

A complete internal build becomes increasingly appropriate when:

• Clutches are already slipping

• OD clutch damage has occurred

• Significant clutch debris is present

• Metal is present in the pan

• Gear-ratio codes accompany physical slipping

• Converter failure has contaminated the transmission

• Power requirements exceed practical stock internal capacity

• Multiple internal systems require upgrading

If the transmission is already coming out of the truck, that is the time to evaluate the complete system rather than replacing only the visibly failed component.

Why Next Gen Drivetrain Takes an Engineering-First Approach

There is a major difference between installing upgraded parts and engineering an upgraded transmission.

At Next Gen Drivetrain, our in-house engineering department evaluates how the components interact.

For example:

A stronger OD clutch still requires hydraulic pressure.

Higher pressure still requires a valve body capable of containing it.

A billet shaft still depends on the converter and clutch system transferring torque correctly.

A stronger converter still depends on proper TCC hydraulic control.

Additional clutch capacity still requires correct clearance and apply timing.

That system-level thinking is central to our Project Carbon® philosophy.

Next Gen Drivetrain states that its Project Carbon® transmissions are engineered and hand-assembled in-house in the United States and use proprietary valve-body parts, separator plates and billet upgrades as part of the complete transmission package.

Rather than simply rebuilding a 68RFE back to the condition it was in before failure, our objective is to identify why the original configuration failed and improve those areas wherever practical.

Frequently Asked Questions About 68RFE Upgrades

What is the single best 68RFE upgrade?

For an otherwise healthy transmission, Next Gen Drivetrain recommends starting with the valve body.

It addresses the hydraulic control system responsible for applying the transmission's clutch packs and can be upgraded without a complete rebuild.

Is a 68RFE valve body upgrade worth it?

Yes.

It can be valuable on stock, towing and performance applications because hydraulic integrity matters regardless of horsepower.

Can I upgrade my 68RFE without removing it?

Yes. A valve-body upgrade can be performed with the transmission still installed in the truck.

Major clutch, shaft and drum upgrades require internal transmission disassembly.

Does a 68RFE valve body need tuning?

Not necessarily simply to operate.

Next Gen Drivetrain's current complete RFE billet valve body is designed as a direct installation that does not require a relearn solely because of valve-body replacement.

Higher-pressure or performance-specific strategies may require TCM calibration.

Is higher line pressure good for the 68RFE?

Appropriate additional pressure can increase clutch holding force.

However, pressure should be matched to the transmission hardware and application.

Higher pressure should not be used as a substitute for correcting hydraulic leakage.

Should I upgrade the torque converter?

For serious towing and higher-power builds, yes.

Converter capacity should rise along with engine and transmission capacity.

Do I need more Overdrive clutches?

If the transmission is being built for substantial additional torque, increasing OD clutch capacity is one of the major areas worth addressing.

However, the valve body and OD hydraulic system should be evaluated at the same time.

Do I need a billet input shaft?

Not on every truck.

It becomes increasingly appropriate as power, torque and shock loading increase.

Do I need a billet flexplate?

Not necessarily on a stock or lightly modified truck.

It becomes more appropriate in high-torque and competition applications.

Can a stock 68RFE handle a tuned Cummins?

A healthy stock unit can survive modest additional power, but tuning reduces its mechanical and hydraulic safety margin.

Next Gen Drivetrain recommends improving the valve body before aggressive power increases whenever possible.

How much horsepower can a built 68RFE handle?

A properly engineered 68RFE can support power levels far beyond stock, including 700 horsepower and beyond.

There is no responsible universal horsepower rating because torque delivery, towing, vehicle weight, tire size and usage affect transmission stress.

What should I upgrade first at 500 horsepower?

For a healthy transmission:

Valve body first, followed by attention to converter capacity, tuning, cooling and transmission condition.

What should I upgrade at 600 horsepower?

At approximately 600 horsepower, Next Gen Drivetrain increasingly recommends a complete transmission build with additional clutch capacity, an upgraded converter, valve body, pump and appropriate supporting parts.

What should I upgrade at 700+ horsepower?

At 700+ horsepower, billet shafts and OD components, increased clutch capacity, an upgraded pump, high-capacity converter, valve body and purpose-built calibration become increasingly important.

The Best Way to Upgrade a 68RFE

There is no single universal parts list that makes every 68RFE reliable.

The right build depends on:

• Horsepower

• Torque

• Towing weight

• Truck weight

• Tire diameter

• Axle gearing

• Driving style

• Competition use

• Desired lifespan

• Budget

But the order of operations matters.

At Next Gen Drivetrain, our preferred philosophy is:

Step 1: Establish Hydraulic Integrity

Start with the valve body.

Make sure hydraulic pressure can be controlled, retained and delivered correctly.

Step 2: Increase Clutch and Converter Capacity

As torque rises, increase friction and converter holding capacity.

Step 3: Strengthen Mechanical Components

Add billet shafts, drums, hubs and supporting components when the application justifies them.

Step 4: Calibrate the System

Use appropriate transmission tuning and pressure strategy for the hardware.

Step 5: Control Heat

Use proper fluid, adequate cooling and sufficient fluid capacity while correcting the source of any abnormal heat generation.

The Bottom Line: What Are the Best 68RFE Upgrades?

The best 68RFE upgrade depends on where you are starting and where you want to go.

If you have a healthy stock or mildly tuned truck, Next Gen Drivetrain recommends starting with an upgraded valve body.

If you regularly tow heavy, combine hydraulic improvements with converter capacity, cooling and sensible transmission calibration.

If you're building approximately 600 horsepower, start thinking about the 68RFE as a complete transmission rather than a collection of bolt-on modifications.

At 700+ horsepower, clutch capacity, billet hard parts, converter strength, pump capacity and calibration all become increasingly important.

And through every one of those power levels, the hydraulic system remains fundamental.

You can install the strongest clutch pack in the world, but it still has to be applied.

You can install the strongest shaft available, but the transmission still has to transfer torque through its clutches.

You can command more line pressure, but the hydraulic system still has to contain it.

That is why Next Gen Drivetrain's in-house engineering department puts the valve body at the foundation of our 68RFE upgrade strategy.

We believe the smartest way to build a 68RFE is not to replace parts randomly or wait for each factory weakness to fail.

It is to understand how the transmission works as a system, identify which components are limiting the intended application, and upgrade them in the correct order.

Improve hydraulic control first. Increase holding capacity as torque rises. Strengthen the hard parts when the application demands it. Then make the entire transmission work together as one engineered system.

That is the Next Gen Drivetrain approach to building a better 68RFE.