The Aisin AS69RC is a heavy duty 6 speed automatic transmission found in various Ram 3500, 4500, and 5500 models equipped with the 6.7 liter Cummins Turbodiesel. It is more robust than both the Aisin AS68RC (found in 2007 to 2012 chassis cab trucks) and the Chrysler 68RFE transmissions. In fact, Ram claimed that the AS69RC has a 64% greater maximum input torque capacity than the 68RFE.
It also has a deeper 1st gear ratio than the 68RFE, which lends itself to improved low-end torque delivered to the tires at slow vehicle speeds. The ratio spread is otherwise similar in both transmissions, utilizing a 0.63 to 1 final overdrive ratio and average steps of 44% (Aisin) and 40% (Chrysler), respectively.
Applications
The AS69RC can be found in select 2013 to 2024 Ram 3500, 4500, and 5500 models. For chassis cab trucks the only qualifier is that the vehicle is equipped with a 6.7L Cummins turbodiesel - trucks equipped with gas engines utilized a lighter duty Aisin transmission.
For Ram 3500 HD pickup truck models the vehicle must be equipped with the optional High Output 6.7L Cummins. All Ram 3500 HD pickup trucks equipped with the standard output Cummins diesel utilize the 68RFE. The High Output Cummins was only available in the Ram 3500 HD pickup truck, thus the AS69RC was never available in Ram 2500 models. All Ram 2500 HD models built between 2013 and 2024 with a diesel engine received the standard output Cummins Turbodiesel and Chrysler 68RFE transmission (with the exception of those equipped with the G56 manual transmission).
In applicable Ram 3500 models, the AS69RC is distinguishable by its (20) bolt fluid pan and "DF2" order code. The Chrysler 68RFE uses a (15) bolt pan and is noticeably smaller than the 400 lbs Aisin transmission.
Transmission Specs
| Manufacturer | Aisin Corporation | |
|---|---|---|
| Designation(s) | AS69RC | |
| Type | 6 speed automatic transmission, rear wheel drive | |
| Predecessors | Chrysler 68RFE, Aisin Seiki AS68RC | |
| Successor | TorqueFlite HD 8 speed | |
| Applications | 2013 - 2024 Ram 3500 pickup trucks with optional H.O. Cummins Turbodiesel 2013 - 2024 Ram 3500, 4500, 5500 chassis cab trucks with Cummins Turbodiesel |
|
| Order Code(s) | DF2 | |
| Overall Ratio (Ratio Spread) | 5.94 | |
| Gear Ratio Range | 3.74 - 0.63 | |
| Average Gear Step | 44% | |
| Position Quadrant | P, R, N, D | |
| Control Type | Fully electronic | |
| Torque Converter | 14.00 inch diameter, 32 spline | |
| Converter Lockup | 2nd through 6th gears - no lockup in 1st gear | |
| Line Pressure [1] | P @ idle | 95 - 136 psi |
| N @ idle | ||
| D @ stall speed | 249 - 300 psi | |
| R @ stall speed | ||
| Max Input Torque | At least 1,075 lb-ft max engine torque | |
| Case Material | Aluminum | |
| Weight | ~ 400 lbs with converter and fluid | |
| PTO Provisions [2] | Right side | SAE 6 bolt, order code LBN |
| Left side | SAE 6 bolt, order code LBV | |
| PTO Drive Type | Turbine [3] | |
| Max PTO Output | 2013 - 2014 | 45 horsepower, 250 lb-ft |
| 2015 - 2024 | 60 horsepower, 250 lb-ft | |
| Service Interval | Replace transmission fluid and filter every 30,000 miles or 24 months | |
| Fluid Type/Spec | MOPAR ASRC automatic transmission fluid (MOPAR 5189977AB ATF) |
|
| Fluid Capacity | Service fill | 7.2 quarts |
| Total | 13.74 quarts | |
| Drain Plug Location | Bottom of fluid pan | |
| Sump Filter | MOPAR 68224232AA | |
| Pan Gasket | MOPAR 68214914AA | |
| Drain Plug Gasket | MOPAR 68085955AA | |
| Pan Magnet | MOPAR 68019660AA | |
[1] - "P", "N", "D", "R" refer to the range position; take note of which selections are measured at idle and which must be measured at stall speed. Ideally, line pressure tests should be performed when the fluid temperature is between 120 and 175 °F.
[2] - PTO available on chassis cab only; not available with left and right provisions. From 2013 to 2016 the left hand provision was only available on 4x2 models. For 2017, the left hand provision became available for 4x4 models but a special "Ram Drive" transfer case is required.
[3] - Not directly driven off engine, PTO must be in park for stationary operation, moving at minimum 7 mph (approximately) for mobile operation
Features
- Electronic Range Select - sometimes referred to as manual mode, this function limits the highest gear that the transmission will shift to until commanded by the operator. For example, if you wanted the transmission to hold in 4th gear, you could lock out 5th and 6th gear by selecting 4th gear using the buttons on the column shifter. The "+" and "-" buttons on the range shifter can be used to modify this routine at anytime that the transmission is in drive.
- Flow Tested Shift Solenoids - all shift solenoids are flow tested to the valve body and programmed to the TCM, improving the precision by which pressure is controlled and commanded.
- Integrated Tow/Haul Mode - activating the AS69RC's integrated Tow/Haul mode modifies the shift schedule so that the transmission will delay up-shifts (hold gears longer) and introduce more aggressive, closed-throttle downshifts for enhanced engine braking. By preventing the transmission from "gear hunting" while towing or hauling, the transmission will generate less heat and performance will be improved under the prevailing conditions.
- Mechanical Fail Safe/Limp Mode - the AS69RC's hydraulic system is designed such that it can maintain 3rd and 5th gears under entirely hydraulic control to prevent disabling the vehicle. The TCM perpetually monitors various transmission parameters and will initiate the fail safe if any condition(s) are detected that could cause harm to the transmission.
- Fluid Warm-up Protocols - to prevent accelerated wear and bring the transmission up to normal operating temperature in less time, the TCM will adjust the shift schedule during cold operation; see table 2 ("Temperature dependent shift behavior") below for details.
Temperature Dependent Shift Schedule
To more efficiently bring the transmission fluid up to operating temperature the AS69RC is programmed with a temperature dependent shift schedule. When the transmission fluid temperature, as measured in the pan, is below, between, or above certain thresholds, the transmission may modify its shifting behavior and/or prevent shifting into certain gears. The transmission shift behavior with respect to fluid temperature is outlined below in table 2.
| Fluid Temperature | Available Functions |
|---|---|
| Below -4 °F | Maximum 3rd gear in drive, no torque converter lock-up |
| -4 to 40 °F | Maximum 4th gear in drive, no torque converter lock-up |
| 41 to 76 °F | All gears available in drive but no torque converter lock-up |
| 77 to 284 °F | Normal operation, all gears and torque converter lock-up |
| Above 284 °F | Overheating condition, all gears available but torque converter locks-up earlier for less heat generation |
Gear Ratios
| Gear | Ratio (:1) |
|---|---|
| 1st | 3.74 |
| 2nd | 2.00 |
| 3rd | 1.34 |
| 4th | 1.00 |
| 5th | 0.77 |
| 6th | 0.63 |
| Reverse | 3.54 |
Gear Steps
| Shift Sequence | Step |
|---|---|
| 1st to 2nd | 87% |
| 2nd to 3rd | 49% |
| 3rd to 4th | 34% |
| 4th to 5th | 29% |
| 5th to 6th | 22% |
Shift Solenoids
The Aisin AS69RC automatic transmission utilizes (8) individual shift solenoids to accomplish its tasks. Normally closed solenoids are those which do not allow fluid to pass through the valve until they are energized and allow fluid to flow through the valve when energized. Normally open solenoids allow fluid to pass through the valve when they are not energized and the valve closes when energy is applied across the solenoid.
- Linear solenoid 1 (SL1) - K1 clutch solenoid, normally closed
- Linear solenoid 2 (SL2) - K2 clutch solenoid, normally open
- Linear solenoid 3 (SL3) - K3 clutch solenoid, normally open
- Linear solenoid 4 (SL4) - B1 brake solenoid, normally closed
- Linear solenoid 5 (SL5) - B2 brake solenoid, normally closed
- Linear solenoid 6 (SLU) - torque converter lock-up solenoid, normally open
- Linear solenoid 7 (SLT) - line pressure solenoid, normally closed (max line pressure is achieved when solenoid is not energized)
- Shift solenoid 1 (S1) - enables limp mode function, always energized during normal operation, normally closed
Resistance Values
| Solenoid | Resistance [4] |
|---|---|
| S1 | 11.0 - 15.0 Ω |
| SL1 | 5.0 - 5.6 Ω |
| SL2 | |
| SL3 | |
| SL4 | |
| SL5 | |
| SL6 | |
| SL7 |
[4] - as measured across the terminals of the solenoid with the connector removed
Solenoid Apply Chart
| Range | SL1 | SL2 | SL3 | SL4 | SL5 | SLU | SLT | S1 |
|---|---|---|---|---|---|---|---|---|
| P | Off | On | On | Off | On | Off | On | On |
| R | Off | On | Off | Off | On | Off | ||
| N | Off | On | On | Off | On | Off | ||
| 1st (D) | On | On | On | Off | On | Off | ||
| 2nd (D) | On | On | On | On | Off | On | ||
| 3rd (D) | On | On | Off | Off | Off | On | ||
| 4th (D) | On | Off | On | Off | Off | On | ||
| 5th (D) | Off | Off | Off | Off | Off | On | ||
| 6th (D) | Off | Off | On | On | Off | On |
Legacy
In more than one sense the Aisin AS69RC was a worthy upgrade to Chrysler's 68RFE but it's greatest attribute may have been access to the High Output variant of the Cummins Turbodiesel, which offered superior performance for Ram 3500 customers. Since it was originally designed for heavy duty applications it was touted as overkill for a pickup truck and a narrative developed that it was nearly indestructible in the lighter application.
In practice, this transmission would prove less resilient than anticipated and heat build-up is a common theme in failures. Furthermore, repairing these units can be relatively expensive - the shift solenoids, for example, cannot be replaced individually and instead the entire [costly] valve body must be replaced. Admiration for this unit began deteriorating when the 6 speed had to compete with 10 speed units from Ford and GM. The ZF built 8 speed transmission adopted by Ram in 2025 seems to be a much more promising direction.
Editor, Diesel Hub