ATS 65RFE Performance Transmission Packages For 2012-2013 4.7L | 5.7L
ATS 65RFE Package Stage Comparison
|Stage 1||Stage 2||Stage 3||Stage 4||Stage 5|
|Horsepower Rating ⓘ||400 hp||440 hp||480 hp||550 hp||650 hp|
|ATS Performance 65RFE Transmission||✅||✅||✅||✅||✅|
|ATS TruLok 65RFE Torque Converter||✅||✅||✅||✅||✅|
|Deep Pan Transmission Pan||✅||✅||✅||✅||✅|
|ATS 65RFE Thermal Bypass Delete||✅||✅||✅||✅||✅|
|Billet Channel Plate Valve Body||✅||✅||✅||✅||✅|
|ATS Co-Pilot Tow Edition||✅||✅||✅||✅|
|Billet Pump Assembly||✅||✅||✅|
|Billet HD Overdrive Clutch Drum||✅||✅|
|Billet Input Shaft||✅|
ATS 65RFE Performance Transmission Packages
Fitment: 2012-2013 Dodge Ram & Chrysler 4.7L/5.7L HEMI
Fitment: 2012-2013 Dodge Ram & Chrysler 4.7L/5.7L HEMI
The technology that is utilized in the 65-RFE transmission is leading edge, however; this advanced technology has forced the aftermarket to completely rethink how to modify and control the transmission so that it can still perform and remain reliable while modifying the engine to have higher power levels over stock. ATS has developed a combined technology utilizing recalibration of the hydraulic circuits inside the transmission, including revamped accumulator rates, reprogramed clutch to clutch apply-release timing, and line pressure rise rate to perfectly match the torque output of the engine. These enhancements, along with other key hydraulic modifications which ATS has developed, must be done to ensure the clutch packs have the correct apply and release rates when commanded on or off. As well, the transmission hard parts have many weaknesses which do not allow for increased power levels over stock. Specifically, the light duty shafts and hubs, and weak one- way sprag; these hard part weaknesses must be addressed. We also address the low line pressure and problematic factory electronics by adding the ATS Co-Pilot to control the transmission. Detailed information of exactly what modifications are done to our performance transmission upgrade package is listed below, starting at the front of the transmission working towards the back.
The torque converter regulator valve has been redesigned to prevent over pressure and ballooning of the converter, along with regulating minimum converter charge for proper cooling and lubrication of the transmission gear set. This redesign also eliminates the common problematic valve and bore ware that is usually the first cause of high mileage transmission failure. The main pressure regulator circuit is modified to enable a broader range of pressure that can be commanded from the TCM. This allows the pump to lower line pressure when the engine is at low loads and more responsively raise pressure above stock to react with increased engine torque and horsepower levels. The main pump assembly is replaced with our exclusive billet pump assembly and higher volume pump gears in the higher Stage assemblies.
Rotating Clutch Drum Assembly and Clutch Packs
Clutch modifications are generally one of the most impactive and important items that can be upgraded in any transmission. In the case of the 65-RFE transmission, there is little room for additional clutches so modifications must be done to pressure plates providing increased clutch surfaces. The clutch packs that are increased surface area listed below. The Under Drive (Forward) clutch pack surface area is increased by 21%, using performance clutch plates. The Over Drive clutch pack surface area is increased by 17%, also using performance clutch plates, this allows for better clutch control when overdrive is used at higher power levels. The 2C clutch pack surface area is increased by 34%, using double sided frictions. The 4C clutch pack surface area is increased by 34%, using double sided frictions. The weak mechanical low one-way sprag is upgraded with a stronger design that prevents the higher mileage failure associated with the factory type clutch.
The valve body is considered the nervous system of the transmission; the valve body is responsible for converting the electrical signals from the TCM into hydraulic actions. The 65-RFE uses a non-synchronous, clutch-to-clutch design. This means that the shifts from gear to gear must be timed perfectly thereby releasing and applying a friction clutch to achieve a flawless shift. Because of the sensitivity of the hydraulic circuits, we heavily modified many areas of the valve body. Hydraulic oil flow is ported to certain clutch packs where additional pressure is needed. The accumulator pistons are all upgraded to our billet aluminum high pressure pistons and the seals have been redesigned to ensure hydraulic pressure integrity. The accumulator plate is made of high-grade material to compensate for the additional pressure that the accumulator pistons and springs exert during heavy power situations. The weak factory channel plate is replaced with our billet channel plate and 2x thick steel separator plate. All critical valves bores are CNC machined oversized to ensure perfect alignment and the factory aluminum valves are replaced with our upgraded steel valves. All ATS valve bodies are then dyno tested on our Hydro-Test hydraulic valve body machine to guarantee there are no internal hydraulic leaks, this ensures the valve body is in calibration and hydraulic integrity is perfect before it’s installed into the transmission. ATS RFE valve bodies can be purchased separately and installed in a stock transmission for increased transmission capacity.
There are two shafts in the 65-RFE that are of some concern. The forward hub/shaft, Intermediate hub/shaft. The forward hub/shaft is reinforced to eliminate breakage. The Intermediate hub/shaft is reinforced to eliminate breakage. The input shaft is an optional upgrade in the higher stages, and is made from 300M billet material.
Case and Pan
The main transmission case needs external support, the RFE case is know to crack in half at it’s mid section causing total transmission failure. This is a simple fix that is taken care of with our heavy-duty transmission pan, which was designed in part to act as a girdle, thus eliminating the flex in the case and the addition of our exclusive case brace that is bolted to the top of the transmission case. The large over sized pan also provides for an additional 5 quarts of ATF allowing the transmission to run cooler.
The Co-Pilot controls line pressure, clutch timing and more aggressively applies the converter clutch under high torque situations. Line pressure is limited in a stock RFE to about 100 PSI. Unfortunately, this is not high enough to reliably prevent clutch slippage above 300hp. The Co-Pilot reads throttle position to quickly take control of line pressure when it is needed. However, when the vehicle is driven lightly, line pressure is near stock for comfortable shifts. This is all done automatically in the Co-Pilot controller.