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The sky's (and the wallet) the limit....................

E pluribus unum - and one down: t\c hub = 2.30" - flexplate bore = 1.83" - crank bore = 1.95"
had to machine the tc snout hub down to fit the 5.9 flexplate and crank

Parts guy ordered\shipped 2wd trans support\bracket, need 4wd version for trans\xfer case support, 'nuther 15-20days delay

Next:

6 gears would be nice, but maybe a third OD gear instead. I wonder if Gear Vendors can make one of their OD units to sit behind our transmission? Is there enough room back there before the transfer case to drop in a 12" tailshaft replacement?

Your meaning was clear, but farzino, noone makes a unit that installs between the trans and the t-case - you only need o\d at hiway speeds, and would not seem to have much use at low speed in fulltime 4wd which is used for stability and safety - even so, the driveshaft would be the same short length

But you mentioned a 4-speed Atlas. What's that? Another transmission, or is it a 4-spd gearbox add-on like the GV?

Author:	gmctd [ Sat Mar 15, 2008 6:47 pm ]
Post subject:	Subject
As many of you may not know (and many more may not even want to know!) - I am presently in the final stage of gathering parts to install an '07.5 Dodge 68RFE 6sp auto in my '96 Dodge CTD - I am currently working on the program for the Powertrain Control Solutions stand-alone TCU - the app is based on the 545RFE 5sp app for the Hemi-trucks Thought - Euro export mules don't get the 545RFE, instead getting the somewhat more desireable 5\6sp manual trans from the V6-V8 gasser (patooie!) crowd - Inmotion has access to those ECM's, which are just a reflash away from the automatic versions - therefore, if one were to desire a 6sp manual, it would likely just be a phonecall away from realization, plus all the items from a 3.7\4.7\Hemi - now, if one were to desire keeping the most excellent 545RFE, would it not also be doable, using the Euro Manual flash along with a stand-alone TCU, such that no DTC's would be generated upon loss of the TCM, and all shift parameters under control of the driver? F37 and ESP and EMCC and TMR and other DCJ evils, begone! More food for thought - checking parts against parts, the case and outer dimensions of nearly all components are identical, 545RFE to 68RFE - the shafts are larger, with more clutches per pak, and more gears per planetary, but only the dimensions around shaft size are altered - same case, pump, valve body, pan, output housing, mounts, etc Eh? Eh?

Author:	fastRob [ Sat Mar 15, 2008 6:58 pm ]
Post subject:	6 Speed liberty?
Are you saying 6 speed Liberty?

Author:	gmctd [ Sat Mar 15, 2008 7:02 pm ]
Post subject:
The sky's (and the wallet) the limit.................... E pluribus unum - and one down: t\c hub = 2.30" - flexplate bore = 1.83" - crank bore = 1.95" had to machine the tc snout hub down to fit the 5.9 flexplate and crank Parts guy ordered\shipped 2wd trans support\bracket, need 4wd version for trans\xfer case support, 'nuther 15-20days delay Next:

Author:	fastRob [ Sun Jun 29, 2008 2:48 pm ]
Post subject:	Busy Guy
gmctd wrote: The sky's (and the wallet) the limit.................... E pluribus unum - and one down: t\c hub = 2.30" - flexplate bore = 1.83" - crank bore = 1.95" had to machine the tc snout hub down to fit the 5.9 flexplate and crank Parts guy ordered\shipped 2wd trans support\bracket, need 4wd version for trans\xfer case support, 'nuther 15-20days delay Next: Looking at a couple of 97-98 Dodge/Cummins, if the wife shoots me, say I was abusive, cannot leave the kids alone.

Author:	Joe Romas [ Sun Jun 29, 2008 3:39 pm ]
Post subject:
Would there be any advantage for us to have both 2nd gear ratios shifting up and down too and is this what your suggesting?

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Author:	gmctd [ Sun Jun 29, 2008 6:01 pm ]
Post subject:
No advantage, Joe - the Hemi boys have already tried that, finding the ratios too close together to be significant - TCM uses 2a up-shifting, 2b downshifting for a slight passing-gear advantage - the 68FRFE is 6 distinct ratios, excellent for towing with the big six

Author:	nursecosmo [ Sun Jun 29, 2008 6:44 pm ]
Post subject:
Hi GMCTD, I know that it has been brought up before but no one has actually had the balls to do a tranny swap(is there a pun in there somewhere). With both of your trannys side by side what is the possibility of transplanting the guts from the 68RFE into the 545? What advantage is had by going with the 68, other than an extra gear and big, big, impossible to break TC?

Author:	gmctd [ Sun Jun 29, 2008 9:55 pm ]
Post subject:
Comparing p\n's in the manuals, the o'rings and seals for the clutches and drums and planetaries o\d's remained the same, while the id's of the mechanicals were increased to accept the larger shafts - more clutches per pak and more sungears per planetary completed the upgrade to handle the big 6, along with the humongous 13"dia TC - if convertible, prollem would be the TC, which Suncoast would prolly be happy to build a special 11" based on the 13" internals - btw the Suncoast CRD TC is the Hemi version with an aluminum stator - would take an intrepid gearhead to attempt the conversion - wealth might help, also - as indicated, my intent is installation into any earlier model Dodge with a 5.9

Author:	nursecosmo [ Sun Jun 29, 2008 10:29 pm ]
Post subject:
Duh! Boy do I feel stupid now. Somehow I got it into my head that You were putting it into a CRD. After rereading your initial post I see that isn't what you are doing.

Author:	gmctd [ Mon Jun 30, 2008 12:34 am ]
Post subject:
I also posted foods for alternate thought, for just such thoughts as yours........................

Author:	geordi [ Mon Jun 30, 2008 2:24 pm ]
Post subject:
6 gears would be nice, but maybe a third OD gear instead. I wonder if Gear Vendors can make one of their OD units to sit behind our transmission? Is there enough room back there before the transfer case to drop in a 12" tailshaft replacement?

Author:	Sir Sam [ Mon Jun 30, 2008 3:43 pm ]
Post subject:
geordi wrote: 6 gears would be nice, but maybe a third OD gear instead. I wonder if Gear Vendors can make one of their OD units to sit behind our transmission? Is there enough room back there before the transfer case to drop in a 12" tailshaft replacement? Before the transfer case?

Author:	gmctd [ Mon Jun 30, 2008 6:54 pm ]
Post subject:
The wheelbase is so short, it would be a tight squeeze - aux o\d located behind the t-case, the resulting final driveshaft might be only two u-joints welded together - but, yeah, what's needed is an extra o\d, not 6 speeds - properly done, you would then have a 10-speed setup

Author:	geordi [ Mon Jun 30, 2008 6:54 pm ]
Post subject:
Maybe I'm describing it wrong, b/c I can't really recall what it looks like under there just now. But I'm saying between the transmission output shaft and the transfer case, so that all 4wd functions would be maintained and gear splitting could be done in any mode.

Author:	geordi [ Tue Jul 01, 2008 10:56 pm ]
Post subject:
DROOL Ok, me likes. 4.3:1? I'm not a math wiz, but isn't that an awfully short (tall? I can never remember which) ratio? Considering that my 6 ton RV has a 4.56:1 rear end ratio, that seems awfully strong. Not exactly economy-minded, unless I'm totally wrong about it. What kind of engine reductions are possible? The GV unit offers a 22% drop, as it is a .78 OD gearing. I like the idea of a multi-speed unit though. More options is always good.

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Author:	tjkj2002 [ Mon Jun 30, 2008 7:20 pm ]
Post subject:
geordi wrote: 6 gears would be nice, but maybe a third OD gear instead. I wonder if Gear Vendors can make one of their OD units to sit behind our transmission? Is there enough room back there before the transfer case to drop in a 12" tailshaft replacement? Some one installed a GearVender over/under drive on a KJ,there was a article in a magizine and on Advance Adapters web site a while back about it.The guy who owned it actually was trying to sell it here on the board(there is more to the board then the CRD section,it was in the foresale section).And yes in a 4wd vehicle it get's put in front of the t-case,with a 231 t-case from a TJ/XJ the whole unit is not that much longer when a super short SYE is done to the t-case,it's like 2"-3" longer.Extra bracing of the t-case(mounts) are needed also.It acn be done but why not just get a 4-speed Atlas,oh wait your not happy with your 20+ mpg's !!!!!!

Author:	gmctd [ Mon Jun 30, 2008 7:23 pm ]
Post subject:
Your meaning was clear, but farzino, noone makes a unit that installs between the trans and the t-case - you only need o\d at hiway speeds, and would not seem to have much use at low speed in fulltime 4wd which is used for stability and safety - even so, the driveshaft would be the same short length

Author:	tjkj2002 [ Mon Jun 30, 2008 7:38 pm ]
Post subject:
gmctd wrote: Your meaning was clear, but farzino, noone makes a unit that installs between the trans and the t-case - you only need o\d at hiway speeds, and would not seem to have much use at low speed in fulltime 4wd which is used for stability and safety - even so, the driveshaft would be the same short length Yes they do make under/over drive units that fit between the tranny and t-case,that's how it has to be done(and done right) in a 4wd vehicle.Call Advance Adapters and find out,ask about the Liberty article they once had on there web site. Found it....they used a Klune-V.Article......http://4wheeldrivesportutility.automotive.com/68563/0611-4wd-jeep-liberty-transfer-case-tech/index.html

Author:	geordi [ Mon Jun 30, 2008 11:20 pm ]
Post subject:
I like the pretty pictures, looks nice! But you mentioned a 4-speed Atlas. What's that? Another transmission, or is it a 4-spd gearbox add-on like the GV? The reason I wanted to maintain the stock operation of the transfer case, is that I use 4wd on loose ground sometimes, or in the wet while towing. The towing scenario is absolutely possible in OD, but I can see where you would say 2wd is enough at speed. Part of the problem is that GV has tried to re-engineer the wheel on the transfer cases, and their units somehow 'lock out' the forward driveshaft when in OD mode. This bothers me, as I don't know if the CRD's case would allow that, or how it would even work. Granted, this is all speculation. I'd love another overdrive to save some more fuel, but I haven't got the 3 grand to lay out right now.

Author:	tjkj2002 [ Mon Jun 30, 2008 11:34 pm ]
Post subject:
Quote: But you mentioned a 4-speed Atlas. What's that? Another transmission, or is it a 4-spd gearbox add-on like the GV? The AtlasII t-case,like what is going into my KJ, is a ultra strong gear tp gear 2 speed t-case.The Atlas 4-speed is a regular AtlasII t-case with a doubler box on it that gives you 4 speeds,the AtlasII is a twin stick operation,the Atlas 4-speed is a tri-stick design and the 4-speed version is shorter then a non-SYE 231 t-case.Looking at about $2600 for the 4.3:1 AtlasII,about $3200-$3400 for the 4-speed when all said and done. http://www.atlas-tc.com/