BolletuH
Member
It’s not negativity when there is factual information out there supporting these transmissions are manufactured tightly to their intended specifications. A lot of platforms have decent headroom for power increase without inducing problematic issues.I drive a one ton heavy duty truck and at the moment only tow a 6k lb camper so no where near a heavy load and I don’t drive it around like a madman. I’m not going to live in fear this truck that was built and designed to be a work truck with heavy duty components is going to fall apart.
To say these transmissions “barely hold themselves together“ is just laughable to me. People much smarter than you or I engineer and build them to do their job and in my case a heavy duty work truck. You can take your negativity elsewhere.
You also appear to be ignoring the business aspect of engineering. Most engineering is spectacular and rather impressive, but there are corners to be cut to reduce cost. When you have a board of directors or executives constantly nagging you to reduce cost to improve margins this is the result you receive. If the engineers heading the construction of the transmission were completely in charge we would have one stout and impressive creation. Instead we are left with something that barely “fits the bill.” Take everything I said as anecdotal but even a cursory Google search would validate my statements.
Edit: Just realized you have the 6.4 Hemi with the 66RFE. No wonder you aren’t worried lol. Significant difference between the two powertrain entirely. Why do you think the 68RFE was derated to 800lb ft of torque vs the AISIN at 930 and eventually over 1000lb ft. The components in the 68RFE aren’t really meant for the intended platform. Once again due to financial constraints set by Chrysler. 66RFE is much better suited for the 6.4 Hemi than the 68RFE for the Cummins.
Last edited: