2008 dodge ram pressure control sensor c faults

2008 dodge ram pressure control sensor c faults install#
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Sonnax offers innovative, drop-in parts whose design and material outperform OE components.

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A detailed guide to vacuum testing RFE units is available free at Figure 2 – Vacuum Testing the 68RFE Solenoid Switch Valve BoreĪgain, the aftermarket has developed fixes for this issue.

Vacuum testing the bore is an ideal diagnostic technique that will allow you to reliably identify the location of leaks and their severity ( Figure 2). While fixing the plugs should be your primary concern, as they have the most to do with OD failure, it is still a good idea to inspect and address the switch valve itself, as it can contribute to the problem. OD pressure losses transfer into a lower clutch holding force, which allows the clutches to slip, heat up and prematurely fail. These valves and plugs cycle frequently and over time wear down the casting, which causes crossleaks into and out of the OD circuit.

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The result is 20% more clutch capacity, right out of the box.Īlthough it is easy to place the full blame on the insufficient clutch pack for the OD failure, distorted clutches are only the first visible symptom there are actually several other underlying causes of this failure.įailure Point #2: Leaking Solenoid Switch Valve PlugsĪrguably the weakest link of the Overdrive clutch system is the solenoid switch valve plugs. As shown here, the upgraded housing is designed to hold a taller clutch pack built with thicker steels that can take the heat.

2008 dodge ram pressure control sensor c faults install#

Today, the option preferred by most professionals and DIYers is to simply install the Sonnax Smart-Tech® overdrive clutch housing kit. In the past, there were few good options for dealing with 68RFE Overdrive clutch failure, common methods being valve body/pump modifications or adding expensive, extra components. Distorted clutches take clearance out of spec, making burn up inevitable. Figure 1 – 68RFE Clutch Pack Distorted by Heat Damageįragile, thin (.034'), single-sided OE clutches are a primary cause of 68RFE OD clutch burn up. This decreases the overall clearance and causes the clutches not to release fully, eventually burning up ( Figure 1). Once these clutches heat up past a certain temperature, they begin to distort. Because of their lack of mass, the 68RFE clutches have a very low tolerance to heat and do not dissipate it well. For comparison, the OE steels in the direct clutch pack of a 4L80-E are. These are some of the thinnest clutches to be installed in any transmission. Taking a look at the clutches first, we find that they are single sided, and the steel core is only. Thin frictions that are prone to warping under heat, and a housing that allows enough flex to increase clearances out of specifications, further contribute to the problem. Add increased engine power, larger tires or a heavy load, and there is a very high probability this will be the first failure of the 68RFE. The OD clutch assembly from OE has significant weak points, even at stock power levels. The most common failure point of the 68RFE is the Overdrive clutches. Overlooking the details will almost always spell trouble in life, though, especially in a transmission.įailure Point #1: Fragile Overdrive Clutches

Perhaps it is overlooked because it is more exciting to be bragging to buddies about installing a 6' lift, 35’s and a tuner than telling them about upgrading the input shaft. However, when modifying a vehicle for bigger power, it seems to be a trend to overlook the transmission as a necessary area to upgrade. The diesel aftermarket in general has grown significantly, and the 6.7L is capable of making significantly more power than what it comes with from the factory. Checking a few key failure points for problems when you’re making repairs or upgrading the transmission is critical for having confidence in your build.Īlthough the 68RFE shares similar design features with the 45RFE, it has come a long way in all aspects considering the 45RFE was used in much smaller applications such as the 3.7L Jeep Liberty. Identifying the exact cause goes beyond pointing fingers at limited clutch capacity, though, as the 68RFE OD system is quite complex. One of the top complaints about this transmission is how prone it is to overdrive clutch failure.

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It’s perhaps the fastest growing market today for transmission builders, in part due to an increase in popularity from truck enthusiasts - who are modifying them to never- before-seen power and torque levels - plus the sheer number of these units on the road. The Chrysler 68RFE was utilized in the ’07–’20 Dodge Ram 25 with the high-torque output 6.7L Cummins Diesel engine.