AS68RC Internal

AS68RC

6 Speed

Presented by:
Mike Souza
ATRA Senior
Research Technician
AS68RC Internal Webinar ©2016 ATRA. All Rights Reserved.
 Updates & Changes
There was a change in the input shaft and stator in 2011 for the AS68RC as well as
another transmission added at about the same time.
As promised in the first AS68RC introduction webinar, we mentioned the input and
stator shaft changes and will cover the information in more detail in this webinar.
The new transmission is much smaller in many ways but larger in one way while
identical in design.
This new unit is designated the A460 not found in Dodge (yet). Dodge also added an
AS66RC derived from the AS69RC (same ratios) behind a 6.4L gas engine in 2014 that
we haven’t seen yet.
So we have the smallest unit a A460 then the A465 and the AS68RC (Dodge) with the
input and stator shaft design change in 2011.
Of course this does not include the very similar but much larger AS69RC with many
differences covered in the AS68RC introduction webinar.
The following information will reveal some of the changes we found so far, there may
be others we haven’t seen. If you have any information to add or have experienced
anything different, please send me an email (msouza@atra.com) to let me know.
 Updates & Changes
All Dodge applications (AS68RC) and some Fuso vehicles have a longer input shaft with smaller
ring lands from 2007-2010. In 2011-2012 the ring lands on the AS68RC input shaft became larger
(same as the A460) with only one converter part number for Dodge. Isuzu has two part numbers
for the converter.
In 2013 Dodge went to the much larger AS69RC unit.
Dodge AS68RC & Fuso
A460 A465
Tip Tip Tip

9.365” 9.365” 9.900”

1.108” 1.108” 1.108”

Internal Ring
Land Diameter
Internal Ring Internal Ring 1.280” up to 2010
Land Diameter Land Diameter Same as A460
1.333” 1.280” 2011 – 2012
Dodge

Base Base Base

 Updates & Changes
All the Dodge and some Fuso vehicles have a full double rows of splines on a longer stator shaft.
Here are the differences in the Stator Shaft Splines and Length (measured from front to rear) on all
3 types. The worm tracks are different on the A460.

A460 A465 Dodge AS68RC & Fuso

Full One Single Wider Full
Wider Bore
Double Row Row of Splines Bore Double Row
of Splines with some missing 2011-12 of Splines
Lower Row Dodge Lower Row
at the top
Shorter (found so far) Longer

7.565” Same
7.250” Different 7.250” Same

Rear of Shaft
 Updates & Changes
Looking at all 3 pump types you can easily see the A460 is slightly smaller but similar
to the A465 and AS68RC (Dodge).

A460 A465 AS68RC (Dodge)

 Updates & Changes
Looking at all 3 pump types from the stator (cover) side you can see the A460 has an
added plate not found on the A465 or AS68RC.

The valves and stator ring size are the same in all 3 types but obviously the stator bore
is larger on the A460 and 2011-12 Dodge AS68RC.
1.590” 2011-12 Dodge

1.590” 1.440”

Plate
 Updates & Changes
This added circuit is designed to connect the Secondary Regulator Valve oil circuit
through a .038” orifice in the separator plate to the lube dam on the front planet.
The Front Planet (1) is turning when the PTO Gear is operating in Park with the Lockup
Converter Applied.
 Updates & Changes
The pump body on the A460 is different in the area of the worm tracks (shown below)
than the A465 and AS68RC. For the added oil circuit previously mentioned.

A460 A465 & AS68RC

 Updates & Changes
So what happens if you install the smaller rings on the larger shaft. After all there is a
difference of about 0.50” larger in size.
Code P0796 will set indicating a problem with the PCS “C” or linear solenoid #3.
The linear solenoid #3 is used to control input pressure to the control valve 3. The
control valve 3 uses the input to modulate the line pressure to the appropriate supply
pressure for the clutch.
The TCM verifies the operation of the control valve 3 by monitoring the Pressure
Switch 7.
If a fault is detected, the transmission will go into limp in mode, the Torque Converter
Clutch (TCC) will be disabled. Ring Groove.050” Difference
Smaller Rings On
The limp in gear will vary based on the The Larger Shaft
current gear and other conditions, and
the MIL will be illuminated.
As mentioned in the 2015 ATRA Seminar.
 Lower Valve Body Information TCC
Check Valve
Cooler .499“
Check Valve .758X.019” 8 Coils White No Check Ball .758X.019” 8 Coils White (12.7mm)
.499“ (12.7mm)
.667” Capsule

.667” Capsule

Lockup Control Valve 5.5 - 7.5 Ohms

1.231X.319X.030”
12 Coils Pink
Shift Valve #4

14 - 16 Ohms
1.587X.434X.034” Calibration Control
9 Coils Blue Valve Clip .030”

1.335X.361X.033”
K1, K2 & B3 11 Coils Yellow
Control Valve #3 14 - 16 Ohms

Control Valve
5.5 - 7.5 Ohms
Plunger 5.5 - 7.5 Ohms

5.5 - 7.5 Ohms .927X.582X.037” 1.335X.361X.033”

5 Coils Blue 11 Coils Yellow
Temperature Sensor
K3 & B2 Control
Control Valve
Valve #2
Plunger

14 - 16 Ohms
14 - 16 Ohms
 Lower Valve Body Information
There are no small parts or check balls found in the cover.
 Lower Valve Body Information
Several accumulators and one check valve are located in the lower valve body. There are no
check balls found in any sections of the valve body other than the orifice relief balls.
Linear Solenoid B
Output to Pressure Switch 2
Linear Solenoid B Feed Short with Dimple .785X.491”
Long with Dimple
.996X.471"
.896X.063” 9 Coils
Light Green

1.140X.049” Linear Solenoid A

10 Coils Red
Output to Pressure Switch 1
Short with Dimple .785X.491”

Linear Solenoid C Feed

Long with Dimple .896X.063” 9 Coils
.996X.471" Light Green

1.140X.049” “D" Ranges

10 Coils Red Orifice Ball
.393“ (10mm)

.503X.014”
7 Coils Orange
Linear Solenoid A Feed
Long with Dimple
.996X.471" .526”
Capsule

1.140X.049”
10 Coils Red
 Upper Valve Body Information
Note the difference in the ball size found in the valve body.
B2 Clutch
Apply
Combined Drain Valve Orifice Ball
.393“ (10mm)
.503X.014”
1.502X.0348.023”
7 Coils Orange
17 Coils Dark Blue
Gain Change Valve
.526” Capsule

1.646X.395X.032” Solenoid Modulating

11 Coils Red Pressure Blow-off
“R" Ranges Long w/o Dimple
Orifice Ball .913X.510"
.393“ (10mm)
1.326X.064”
13 Coils Light Blue
.503X.014”
7 Coils Orange

1.562X.435X.039” Shift Valve #1

10 Coils Light Green
.526”
Capsule 1.556X.483X.039”
10 Coils Light Blue Shift Valve #2

Manual
Valve 1.586X.433X.035”
Shift Valve #3
9 Coils Blue

Line Pressure
Blow Off
.433“ (11mm)
2.266X.528X.055”
Modulator Valve 12 Coils Pink
1.923X.484X.090”
13 Coils White Cooler Blow Off Short
w/o Dimple .650X.470"
Filter (open end up) .933X.047”
11 Coils White

ACCUMULATOR VALVE, SHORT W/O DIMPLE, .470" DIAMETER

 Upper Valve Body Information
There is one very large Drain Ball found in the upper section of the valve body.

Drain Ball
1.062” (27mm)
 Pump Valve Identification
The Primary and Secondary Regulator valves are found in the Pump Stator (cover).

Primary
Regulator Valve

Shims .030”
May Only
Have One
Washer

Secondary
Regulator 3.576”X.885”X.115”
Valve 13 Coils Blue

1.521”X.554”X.078”
9 Coils White

Bore Plug
Bore Plug

Retainer
Retainer
 Pump Assembly
Thrust Bearing There is no beveled edge (lube chamfer)
found on either side of the pump gears.
Outer Gear
The A460 gears measure .475” in height
Race while both the A465 & AS68RC
measure .510”.
Sealing Rings The outside diameter on all 3 types
measured the same. Inner Gear

Thrust Washer

Tab

Pump Gears

Pump Body
Pump Stator (cover)
 Case Accumulator Locations
The Neutral to Drive/Reverse accumulator (A) has a step inside the piston and the Linear Solenoid
D Accumulator (C) is smaller in diameter. Spring color & dimensions may vary.

A
1.460X.786”
Stepped Extends C
Above 1.471X.630”
Case

B
1.500X.786” Smaller
Diameter

1.721X.433X.075”
13 Coils Purple
2.591X.598X.060”
12 Coils Blue

1.988X.598X.103”
12 Coils Yellow

A = Neutral to Drive/Reverse
B = Neutral to Drive/Reverse
C = Linear Solenoid D Accumulator
 Case Air Checks
Factory recommends to air check the clutch assemblies using regulated shop air at 58-72 psi.

K2 Clutch

K1 Clutch 58-72 psi

Front
Planet
Lube

K3 Clutch

B1 Clutch

K1 Clutch
K2 Clutch
B2 Clutch Note: The K2 and K3 clutch apply pistons both
have a .030” bleed hole. During air checks they
will sound like they are leaking badly. This is
normal and no modifications need be performed.
 Overhaul Tips
Checking Clutch Travel: Use a dial indicator to check for clutch travel. Air test
component being checked with no more than 78 psi to compress the clutch being
measured (factory method).
Reaction plates are selective in this unit.
K2 Clutch
Reaction Plates
K2 K1 K3 B1 B2 F1

78 psi Apply Hole

 Overhaul Tips
Begin by installing the B2 Brake Piston into the Extension Housing.

Snap Ring

Return Spring

B2 Brake Piston
Extension Housing
 Overhaul Tips
The contour of the bottom side of the piston matches the contour of the extension
housing.

B2 Brake Piston

Snap Ring

Return Spring
Extension Housing
 Overhaul Tips
When installed correctly the protruding line in the piston will align with the protruding
line in the extension housing.
 Overhaul Tips
The Factory tool MD991790 is recommended to compress the return spring. However
you can use Sun Gear Shell from an RE4R01A or a substitute to compress the spring
to remove or install the snap ring.

RE4R01A Sun Shell works great

 Overhaul Tips
B1 Brake Piston installation is similar to the B2 Brake Piston where as the bottom
piston contour matches the rear section of the case.

B1 Brake Piston

Thrust Bearing Rear Case Section

Bleed Hole
12 O’clock
 Overhaul Tips
All pressure plates rounded edge face away from the clutches.
Bleed Hole Faces 12 O’clock
B1 Brake Clutch B1 Brake Piston
Snap Ring

Snap Ring

Thinner
Rounded Thrust Bearing
Pressure Edge
Plate Up
(selective) Snap Ring

Rear Case
Section
Friction

Return Spring
Steel

Rounded
Thicker Edge
Pressure Down
Plate
 Overhaul Tips
When installing the lower thicker B1 Pressure Plate make sure the lugs are not placed
on the area of the case shown below.

The casting in this area is a built up a bit higher and will cause the pressure plate to
wobble and not sit flat.

Letter ID Found On
Sharper Edge Of
The Pressure Plates
 Overhaul Tips
The B1 ring gear beveled edge clutch hub splines allow you to install the clutches and steels first
then the ring gear hub. Much easier this way.
The upper edge of the hub splines have a sharper edge and would
be more difficult to align the clutches over them.

B1 Ring Gear Hub B1 Clutch Travel

0.061”- 0.071”

Beveled Edge

Thrust Bearing
 Overhaul Tips
After the Middle Ring Gear (2)/B1 Clutch Hub, install the Middle Planet (2) assembly and selective
shim. Check for damaged planet lugs like the ones shown below.
This planet should be replaced. Selective Shim

Damaged Lugs

Middle
Planet

Thrust Bearing

Middle Ring Gear / B1 Hub

 Overhaul Tips
After the Sun Gear Shaft, install the Rear Planet (3) assembly and thrust bearing.
Sealing Ring
Rear Planet

Thrust Bearing
Thrust
Bearing Thrust Bearing

Selective Race

Race

Sun Gear Shaft

 Overhaul Tips
Install the Rear Planet Ring Gear (3)/B2 Clutch Hub/Low Sprag Inner Race assembly
and thrust bearing.
Thrust Bearing

If the rear planet ring gear hub is Longer Lugs

disassembled remember to
reassemble it with the longer lugs
facing towards the low sprag inner race.

The rear planet hub splines are ramped on

both ends so it can be installed before
the B2 clutches.

Also easier this way than trying to

spline the hub into the B2 clutches
and aligning the ring gear onto the
planetary gears at the same time.
 Overhaul Tips
We found both pressure plates to be the same thickness although the upper plate
(reaction) is selective. Check the B2 Clutch travel through the case using a feeler
gauge.
B2 Clutch B2 Clutch Travel
0.072”-0.090”
Snap Ring

Pressure
Plate
(selective)

Make sure the second snap ring is

Friction
installed above the B1 clutch
assembly before installing the B2
Same clutch assembly
Thickness
B2 Clutch Clearance
Steel Will Have To Be
Checked With A
Feeler Gauge Through B2 Clutch
The Inside Of The
Case With The Extension
Housing Installed
While Compressing
The B2 Clutch With 78 psi
Of Air Pressure
Pressure
Plate
 Overhaul Tips
Although these units have an input and output speed sensor the vehicle speed signal
is gear driven on some models (not found in Dodge).

Not mentioned
in the AS68RC
Introduction
Webinar.

VSS
Gear Driven
OSS
Electrical
 Overhaul Tips
Then install the Low Brake Sprag (F1) and Output Shaft assembly and Speedo Gear.
Non gear driven (Dodge) will have a spacer. Splines at
Dodge
both ends
Washer

Washer
Snap Ring Spacer

Speedo Gear
Low Brake
Sprag (F1)

4X4 added
washer
 Overhaul Tips
It is important to align the Low Sprag lugs at the 9 o’clock and 3 o’clock or 12 o’clock
and 6 o’clock (which ever you prefer) position when installed into the case.
This will allow the legs on the B2 Brake Piston to extend into the rear of the case to
enable the extension housing to be installed.

Rear of Main Case

Extension Housing Low Sprag

B2 Brake Piston
 Overhaul Tips
On the bench if the ring gear hub is held the Low Sprag rotates clockwise.

Snap Ring

Cap Turn

Sprag
Element

Windows face
towards the left
Cap

Snap Ring Long Lugs

(same as above)

Hold

Outer Race Short Lugs

(housing)
 Overhaul Tips
Make sure the Low Sprag rotates counter clockwise when viewed from the rear of the
case.
Bottom

Top
 Overhaul Tips
Now we can start rebuilding the Front Case section. Assemble the K3 Clutch first.

Snap Ring
K3 Clutch
Snap Ring

Balance Piston

Pressure
Plate
(selective)

Return Spring

Friction

Apply Piston

Steel

K3 Clutch Travel
0.063”- 0.071”
 Overhaul Tips
The K2 and K3 clutch apply pistons both have a .030” bleed hole. During air checks they will
sound like they are leaking badly. This is normal and no modifications need be performed. It took
approximately 5-7 psi of hydraulic pressure to apply the piston enough to clamp the clutches
together when we tested them.
You can see here that someone had tried to modify the piston by stacking a check ball into the
bleed hole. This is not recommended. This size bleed hole will only lose approximately 4 psi of
pressure.
.030”
 Overhaul Tips
Then install the thrust bearing, two sealing rings and K3 clutch drum into the front
case.
Front Case Section

K3 Clutch

Sealing
Rings

Thrust
Bearing
 Overhaul Tips
Make sure the K3 clutch drum is all the way down into the case.

The spline on the drum should be even with the splines on the B1 ring gear hub.
 Overhaul Tips
The Front Planet (1) has a molded piston oil dam (lube) held in by a snap ring. The oil
dam should be remove and any debris cleaned out from underneath.
Replace if damaged.

Very Common To
Oil Dam (Lube) Find Bearings Missing
Or Damaged

Oil Feed From Secondary

Regulator Valve On A460 Pump
(normal lube feed on all others)
 Overhaul Tips
Then install the Front Planet (1) and Front Ring Gear (1)/K3 Clutch Hub assemblies.
Retainer Snap Ring

Snap Ring

Front Case Section

Oil Dam

Front Planet Support

Bolt
Bolt

Thrust Bearing

Front
Ring
Gear

Thrust Bearing
 Overhaul Tips
It’s much easier to remove the retainer snap ring holding the front planet support into
the case with the PTO cover removed.
 Overhaul Tips
PTO cover removed.
 Overhaul Tips
Then install the Front Sun (1)/PTO gear and K2 Clutch Hub/Shell into the front case section.

Thrust Bearing
Thrust Bearing

K2 Clutch
Front Sun (1)/PTO Gear
Hub/Shell
 Overhaul Tips
Check closely for damage to the K2 Clutch Hub/Shell, the material is very soft.

K2 Clutch Hub/Shell
 Overhaul Tips
Next assemble the K1 Clutch.
K1 Clutch Travel
K1 Clutch 0.059”- 0.069”
Snap Ring
Snap Ring
K1 Clutch Drum

Pressure
Plate Balance
(selective) Piston
(molded)

Sealing Rings
Friction

Return
Steel Spring

Thrust Bearing

Apply
Race
Piston
 Overhaul Tips
Then install the K1 Clutch assembly and Clutch Hub into the front case.

Race

Thrust Bearing

Sealing Rings

Front Case Section

K1 Clutch Drum
 Overhaul Tips
Now assemble the K3 Clutch. The K2 & K3 Friction Plates are the same.

Snap Ring
Snap Ring
K2 Clutch

Pressure
Plate Balance Piston
(selective)

K2 Clutch Drum

Friction

Return Spring

Steel

Shim
(selectable)
K2 Clutch Travel
Apply Piston 0.063”- 0.071”
 Overhaul Tips
The K3 Clutch Drum splines into the K1 Drum. You may find it easier to assemble one
clutch drum at a time into the case.
Because the K3 clutch drum will move off the K1 drum when the K3 clutch is aligning
with the K3 Hub/Shell and the K3 Drum with the Front Sun (1)/PTO Gear assembly.

Splines
 Overhaul Tips
The K2 Clutches spline on to the K2 Clutch Hub/Shell. Where as the K2 Clutch Drum
splines on to the Front Sun (1)/PTO Gear.
 Overhaul Tips
Install the K2 Clutch into the case. Then the last part to install is the Pump assembly.

K2 Clutch

Pump

Tab

Thrust Washer

Sealing Rings

Race

Thrust Bearing
 Alternative Assembly Tip
You could actually assemble the front section first, we tried it and it was easier than we thought.
Simply install the front section up to the snap ring holding the Sun/PTO Gear in place. Then
assemble all the other parts onto the pump assembly and then slide the case over it.
When trying to assemble the unit one assembly at a time it was difficult to get the K2 drum to
spline to the K1 drum and the Sun/PTO gear hub at the same time as well as the K2 clutches to
spline to the K2 hub. This section is not too heavy for this procedure.

You can turn the

Sun/PTO Gear
with the PTO
Cover removed
Component Locations (Extension Housing)
 Component Locations (Rear Case)

4X4
Component Locations (Front Case)
 Overhaul Tips
Some O.E. filters can be expensive as much as $100. Be very careful when choosing an
aftermarket alternative.

Some less expensive offshore filters have been known to have the filter media get
sucked up into the pump inlet.

Filter Media
 Failing K2 Clutch
K2 Clutch failure.
Very similar to the Allison transmissions because of heavy duty use, the stator shafts
are known to turn in the stator (cover).
This will cause the K2 clutch to drag on during 1st to 4th gears and also restricts the
TCC circuit causing overheat issues.
The stator can be taken to a machine shop removed and then have the shaft returned
to the correct position. Some techs are adding key way to prevent it from turning
again.
Machine and install
key way here
As mentioned in the previous webinar the pump
is sold with the valve body for approx. $3500 due to
updated calibrations.
 Stator & Input Shaft Damage
We have also seen the stator and input shafts broken due to aftermarket software to
enhance engine torque that the transmission was not designed for.

The shop may not be aware of this type of software being installed because the
customer can remove the software when returning to the shop.
 Won’t Hold Park After Rebuild
The correct way to install the Park Pawl assembly is to place the shim at the top above
the spring as shown in the photo on the left.
If the shim is place at the bottom under the park pawl as shown on the right; will cause
a complaint of won’t hold park after rebuild.

Correct Wrong

w/o the gasket it binds so tight you can hardly move it to the park position with the park rod. With the gasket added the pawl can easily be pushed to the park position with the park rod during
assembly but the spring is not strong enough to swing it back when the park rod is pulled back. –with silicone and no gasket it may drag also.
 Won’t Hold Park After Rebuild
When the washer is installed under the park pawl it will raise it up just enough to rub
onto the upper section of the guide.
It will not be difficult to move the shifter into the park range, so it goes un-noticed.
When the shift lever is moved out of the park range the park pawl will hang up on the
guide due to the weak return spring.

This area rubs here

 Won’t Hold Park After Rebuild
The factory manual shows the correct park pawl assembly.

Park Pawl Park Pawl Washer

Pare Pawl Spring

Shown In Past ATRA Seminars & Gears Articles.

 Flywheel Touching Engine Block
There have been some cases on the technical hotline of vehicles showing up in shops
with a complaint of the flywheel hitting the engine block.
 Flywheel Touching Engine Block
Replace the flexplate and the converter. Always check the bore in the crankcase where
the converter pilot fits for wear or damage.
Some aftermarket converter suppliers are replacing the original pilot with a heavy duty
pilot. This has been the only fix that we have heard of so far.

Converter Pilot

Sonnax

Special thanks to Sonnax for the use of the updated pilot photo.
AS68RC Internal Webinar ©2016 ATRA. All Rights Reserved.
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