Frequently Asked Questions

MPT does not recommend deleting the heat exchanger. In scenarios where there is limited air flow moving across the front of he vehicle, the heat exchanger ensures that the fluid coming out of the torque converter stays below 200°. If you keep fresh coolant in the engine, you greatly lessen the chances of antifreeze-to- transmission oil transfer. Heat exchanger failure is a very isolated occurrence. 

We recommend Dexron/ Mercon fluid in our transmissions. As long as the fluid meets Dexron III specification it is safe to use. Do NOT use synthetic fluids that exceed Dexron III spec. Brand does not matter. 

This varies depending on the application. We recommend servicing hot rod/ full manual transmissions more often than automatics.  As a general rule of thumb, service every 15,000 miles for hot rod/ extreme applications and every 30,000 miles for daily driver/ conventional applications. Full manual transmissions also are constantly cycling the low/ reverse band, so it does not hurt to check that adjustment once a season. 

We prefer the early style felt filter found in RH model transmissions. Ask your parts provider to lookup a filter for a 1995 Ram 2500 Diesel. The filter will be tan/ yellow in color and will NOT have a plastic bottom.  For your 68RFE transmission, use MOPAR OEM filters only.

To adjust your automatic valve body equipped transmission, torque the front band to 72 inch pounds and back off 1-3/4 turns. The rear band adjustment adjustment is 72 inch pounds, back off 3 turns. For full manual applications, we torque the front band to 72 inch pounds, back off 1-3/4 turns. For the rear band, torque to 72 inch pounds, back off 2-3/4 to 3 turns turns. We like to set the low/ reverse servo arm free play at 1/4" on manual valve body applications. 

If this condition is only exhibited after the vehicle has sat for a prolonged period of time (greater than 3 hours), it is normal. Over time, the fluid from the torque converter drains back into the transmission pan. The solution is to run the engine in neutral for 30-60 seconds to charge the converter before initial take off. 

Our general guidelines go as follows:

We use a maximum of 2000 RPM stall speed on trucks equipped with an 87MM turbine manifold turbocharger. If the manifold turbocharger turbine is greater than an 87MM, we recommend going with a (looser) 2200-2500 RPM stall speed. Running a more efficient stall speed is appropriate for very lightly modified trucks that still run small/ stock turbochargers. A lower stall (tighter, more efficient) converter will enhance shift feel, increase fuel economy and decrease transmission temperatures. With 2003-2007 model year trucks, a more efficient stall speed can cause a P1740 code. This code will trigger the check engine light to come on. The vehicle's computer interprets the more efficient torque converter as a dragging lockup clutch, and will trigger the OD/TCC solenoid code. This is nothing to worry about, and unfortunately one of the small cons to running a more efficient torue converter. On 1998.5-2002 VP44 equipped trucks with hot rod injection pumps/ big injectors, 1800 RPM stall speed can cause the engine to stall when initially going into gear. MPT uses 2000 RPM by default. It is the perfect balance for shift feel and allows for substantial engine upgrades without having to restall the torque converter.