C68RC

AS68RC Introduction
6 Speed
Presented by:
Mike Souza
ATRA Senior
Research Technician
AS68RC-Introduction Webinar 2016 ATRA. All Rights Reserved.
AS68RC Introduction
The Aisin Seiki TR80 referred to as AS68RC by Chrysler is manufactured in Japan.
The AS68RC (AS6) is a six speed transmission found in many 2007 and later medium
duty trucks such as Dodge, Isuzu NPR cab over (tilt cab), Mitsubishi Fuso.
There are two versions of this transmission.
The information presented will mostly cover Isuzu and Dodge 3500, 4500, and 5500
model trucks equipped with the Cummins 6.7L diesel engine, which is very similar to
the functions and operation found in Mitsubishi Fuso.
The AS68RC consist of:
3 Driving Clutches.
2 Brake Clutches.
1 One-Way Sprag Clutch (sprag).
3 Planetary Gear Assemblies.
1 Multi-Disc Lock-up Clutch Torque Converter (applied from 2nd gear to 6th)
4 Linear (PWM) Solenoids.
4 On/Off Shift Solenoids
5 Pressure Switches with a 1/8 NPT thread
3 Pressure Switches with a 1/4 NPT thread
Also capable of adapting several different Power Take Off (PTO) units.
AS68RC Introduction
When ordering parts use the serial number found on the identification tag (just below,
on, above the PTO cover and bellhousing) to prevent any mismatches during rebuild.
AS68RC:
AS = Aisin Seiki
6 = Six Forward Speeds
8 = Torque Capacity (0 low / 9 high)
R = Rear Wheel Drive
C = Commercial Application
Available in 2WD & 4WD with Tow Haul Mode.
Serial Number:
PTO Cover
ID Tag
4 = Year 2004
J = Month October
Bellhousing
0192 = Serial #
Internal Component Identification
1 = K2 Driving Clutch (C1) 4 = B1 Brake (holding) Clutch (BO)

2 = K1 Driving Clutch (CO) 5 = B2 Brake (holding) Clutch (B1)
3 = K3 Driving Clutch (C2) 6 = F1 One Way Clutch (sprag) (FO) K = Kinetic
Internal Component Apply Chart
Internal Component Identification
1 = Input Shaft 4 = Mid Planetary (P2)

2 = Front Planetary (P1) 5 = Rear Planetary (P3)
3 = Intermediate (Sun Gear) Shaft 6 = Output Shaft
Input (Turbine) Speed Sensors
There are two speed sensors, one input (turbine) and one output. Both are two wire
hall effect. They share a common 8 volt supply from the TCM and generate a DC square
wave signal.
The Input (Turbine) Speed Sensor (ISS) measures the

speed of the sun gear of the P1 planet.
The P1 sun gear and the PTO drive gear are one assembly.
The ISS monitors the PTO drive gear teeth as an exciter wheel
and generates 69 pulses per revolution.
The ISS signal to the TCM is mainly used to monitor torque converter clutch apply and
slip. The TCM uses this input signal to regulate torque converter clutch pressure.
The TCM also uses the ISS signal along with the Output Speed Sensor (OSS) signal to
determine gear ratio and slip.
The Turbine speed sensor is found on the top center of the transmission case on Isuzu
and on the right hand middle side of the case on Dodge vehicles.
Output Speed Sensors
The Output Speed Sensor (OSS) is located on the driver side of the extension housing,
and monitors the speed of the parking gear teeth.
The OSS produces 16 pulses per output shaft revolution.
This signal is sent to the TCM to determine vehicle speed.
The ABS system compares the OSS signal to vehicle speed,

to verify actual vehicle speed.
If the OSS were to fail the ABS system provides vehicle speed
as a backup.
The TCM also uses the OSS signal along with the Input Speed Sensor (ISS) signal to
determine gear ratio and slip.
Speed Sensor Locations
ISS (turbine)
Isuzu (top)
OSS
ISS (turbine)
Dodge (RH side)
Range Sensor
Continuity Pin Check. To perform a voltage test just ground the meter at the battery
and back probe each pin while moving the shifter.
Pins 10 and 6 are for the starting system.
6 10 1 5
1 5 6 10
(Black) (Black)
Drivers Side
Solenoid Function
There are 3 "Normally-Vented and 1 Normally Applied linear PWM solenoids and 4
On/Off type solenoids.
The 3 normally vented (NV) are:

Linear (PWM) Solenoid "A which controls clutch pressure to the B1, K1 and K2
clutches.
Linear (PWM) Solenoid "C" which controls pressure for Forward and Reverse
engagements as well as torque converter clutch apply circuit.
Linear (PWM) Solenoid "D" which controls main line pressure.
The 1 normally applied (NA) solenoid is:

Linear (PWM) Solenoid "B" which controls pressure to B2 and K3 clutches. The
snout on this solenoid has a smaller diameter than the other 3 and requires a
smaller sized o-ring identified by a different color than the others.
The 4 on/off solenoids (1, 2, 3 & 4) are "Normally Closed (NC) and operate in
conjunction with the linear (PWM) solenoids to control the shifts based on road
conditions.
Linear (PWM) Solenoids A, B, C & D
Solenoids A, C, & D Solenoid B

"Normally Vented Normally Applied
5.5-7.5 Ohms 5.5-7.5 Ohms
Red Exhaust Brown
.667 (16.94mm) .647 (16.43mm)

Solenoid
Feed
Shift Solenoids 1, 2, 3 & 4 On/Off
All the shift solenoids 1 4 are on/off normally closed (NC).
With the same size snout and do not require an oring.
"Normally Closed
14-16 Ohms
To Control Valves
No O-ring
Required
Solenoid
Feed
Solenoid Identification
Solenoid B Solenoid A Solenoid C
(linear) (linear) (linear)
Solenoid 1 Tan/Pink Yellow/Black Dk Blue/White
(on/off) Solenoid A (linear) 5.5-7.5 Ohms
Lt Green Solenoid B (linear) 5.5-7.5 Ohms
Solenoid C (linear) 5.5-7.5 Ohms
Solenoid D (linear) 5.5-7.5 Ohms
Shift Solenoid 1 (on/off) 14-16 Ohms
Wire Colors
May Vary
Solenoid 4
Solenoid 2 Solenoid D
(on/off) Solenoid 3
(on/off) (linear)
Orange (on/off)
Black Dk Blue/White
Yellow
Solenoid Apply Chart
Case & Harness Connector Pin Identifications.
1 5 1 6
6 10 7 12
7 12
5 1 6
10
Pressure Switch Function
There are 8 "Normally Open pressure switches located on the valve body.
The pressure switches close under a certain pressure, the TCM uses this switch signal
to monitor the hydraulic circuits and verify shift valve operation.
There are 3 switches that have a 1/4" NPT (National Pipe Thread) and 5 switches with a
1/8" NPT. These two thread types close at different pressures.
Many times during assembly the connectors get mixed up. Use the information on the
next page to identify the correct wire color for each pressure switch. Keep in mind wire
colors may vary for different makes and models.
1/4" NPT 1/8" NPT
Part numbers:
1/8" NPT pressure switch #68019699AA (5).
1/4" NPT pressure switch #68019700AA (3).
Pressure Switch Locations
1/8 (5)
1/4 (3)
Lower Upper
Valve Valve
Body Body
PS8
Black
PS4
Light
Green
PS6
Yellow
PS3 PS2
Black Pink PS5
Orange
PS1
Tan
PS7
White Wire Colors
May Vary
Pressure Switch Check
It has been known to have brand new pressure switches right out of the box from O.E.
that would not work properly.
Just use a unregulated shop air (at least 150 psi) to blow into the switch and loosen it
up, then it should work fine.
Pressure Switch Testing
Check the switches using regulated shop air and a multimeter; open (no shop air) the
meter should read O.L. (out of limit) no continuity and 0 ohms closed (with shop air).
The 3 1/4 NPT switches should close at 65-70 psi. and the 5 1/8 NPT at 45-50 psi.
Pressure Switch Apply Chart
The pressure switches can be monitored with a capable scan tool or back probe the
connector using a multi-meter.
Transmission Sump Temperature Sensor
The transmission sump temperature sensor is a typical thermistor type (negative
thermal coefficient NTC higher temp lower resistance) located on the valve body under
the solenoid bracket.
The TCM measures the oil temperature in the sump (cooler than converter oil) to
control shift strategy based upon high, low or normal temperatures.
Pink/Tan
Wire
Sump (pan)
Temperature
Torque Converter Temperature Sensor
Some vehicles may have a torque converter temperature sensor (typical thermistor
type also) located on the to cooler line fitting.
The TCM monitors the torque converter fluid temperature (hotter then sump oil) to
control lockup strategy.
Torque Converter
Temperature Sensor
Power Flow
Power Flow Reverse
Power Flow 1st Gear
Power Flow 2nd Gear
Power Flow 3rd Gear
Power Flow 4th Gear
Power Flow 5th Gear
Power Flow 6th Gear
Failsafe (Limp In Mode)
Only gears available in "Limp-In" mode are 5th gear, 3rd gear and reverse.
If a fault occurs when the transmission is in 4th, 5th or 6th gear, the TCM will remain in
5th gear until conditions are safe enough to downshift to 3rd.
If a fault occurs when the transmission is in 1st, 2nd or 3rd gear, the TCM will remain in
3rd gear and no upshifts will occur to a higher gear.
Reverse is available in all default ranges.
The MIL lamp will become illuminated and line pressure will be command to maximum
pressure.
At this point diagnostic trouble codes (DTC) will be stored in memory.
The shifts from park to reverse and/or drive (garage shifts) will become extremely
harsh.
Diagnostic Trouble Codes
DTC P0475 (Flash Code 37) Exhaust Brake Cut Request Circuit
DTC P0503 (Flash Code 24) Vehicle Speed Sensor (VSS) Circuit Intermittent
DTC P0561 (Flash Code 71) System Voltage Unstable
DTC P0562 (Flash Code 72) System Voltage Low
DTC P0563 (Flash Code 73) System Voltage High
DTC P0602 (Flash Code 63) Transmission Control Module (TCM) Not Programmed
DTC P0707 (Flash Code 17) Transmission Range (TR) Switch Circuit Low Voltage
DTC P0708 (Flash Code 17) Transmission Range (TR) Switch Circuit High Voltage
DTC P0711 (Flash Code 18) Transmission Fluid Temperature (TFT) Sensor Performance
DTC P0712 (Flash Code 15) Transmission Fluid Temperature (TFT) Sensor Circuit Low Voltage
DTC P0713 (Flash Code 16) Transmission Fluid Temperature (TFT) Sensor Circuit High Voltage
DTC P0717 (Flash Code 14) Input Speed Sensor (ISS) Circuit Low Voltage
DTC P0722 (Flash Code 11) Output Speed Sensor (OSS) Circuit Low Voltage
DTC P0723 (Flash Code 11) Output Speed Sensor (OSS) Circuit Intermittent
DTC P0727 (Flash Code 13) Engine Speed No Signal
DTC P0730 (Flash Code 81) Incorrect Gear Ratio
DTC P0741 (Flash Code 15) Torque Converter Clutch (TCC) System-Stuck Off
DTC P0742 (Flash Code 92) Torque Converter Clutch (TCC) System-Stuck On
DTC P0746 (Flash Code 45) Pressure Control (PC) Solenoid 1 Performance
DTC P0748 (Flash Code 35) Pressure Control (PC) Solenoid 1 Control Circuit
DTC P0751 (Flash Code 41) Shift Solenoid (SS) 1 Valve Performance - Stuck Off
Diagnostic Trouble Codes
DTC P084B (Flash Code 78) Transmission Fluid Pressure (TFP) Sensor H Circuit
DTC P0880 (Flash Code 25) Transmission Control Module (TCM) Power Input Signal
DTC P0973 (Flash Code 31) Shift Solenoid (SS) 1 Control Circuit Low Voltage
DTC P0974 (Flash Code 31) Shift Solenoid (SS) 1 Control Circuit High Voltage
DTC P1382 (Flash Code 19) Anti-Lock Brake Communication Malfunction
DTC P1790 (Flash Code 61) Transmission Control Module (TCM) ROM
DTC P1791 (Flash Code 62) Transmission Control Module (TCM) RAM
DTC P2741 (Flash Code 28) Transmission Fluid Temperature (TFT) Sensor 2 Performance
DTC P2742 (Flash Code 26) Transmission Fluid Temperature (TFT) Sensor 2 Circuit Low Voltage
DTC P2743 (Flash Code 27) Transmission Fluid Temperature (TFT) Sensor 2 Circuit High Voltage
DTC U2104 (Flash Code 65) CAN Bus Counter Overrun
DTC U2105 (Flash Code 67) Lost Communications with the Engine Control Module (ECM)
Relearn Procedures
The relearn procedure on Dodge vehicles is performed through the Chrysler DRB,
capable scan tool or software.
On NPR vehicles, you can do it manually, without a scan tool.
IMPORTANT: You should perform the relearn after any major work to the transmission.
Follow all the following steps in order.
The vehicle must remain stopped and the transmission temperature has to be between
104 194F. If you skip any steps, the AT over temp light will blink and youll have to
turn the ignition off and start the relearn procedure over.
1. Make sure all accessories A/C, headlights,
etc. are turned off.
2. Set the parking brake.
3. Check the fluid level and adjust if necessary.
4. Make sure transmission temperature is
between 104 194F.
5. Start the engine.
6. Move shifter from neutral to drive 5 times.
Relearn Procedure
7. Connect a jumper wire between pins 4 and 11 in the
data link connector (DLC). The CHECK TRANS light
should start blinking (on one second and off two seconds).
8. Apply the brake pedal with your left foot.
IMPORTANT: You must keep the brake pedal applied for the rest of this procedure.
9. Verify the engine is at idle and the OD switch is pressed in (OD enabled).
10. Move the shifter from drive to manual 2, three times.
11. Make sure the CHECK TRANS light flashes on and off every 0.4 seconds.
12. Pull the OD switch out (OD disabled).
13. Verify the CHECK TRANS light blinks.
This is Learning step 1.
Relearn Procedure
14. When the CHECK TRANS light blinks fast, increase the engine speed to 1000-1500
rpm.
15. Push the OD switch in (OD enabled). Verify the CHECK TRANS light blinks slowly.
16. Wait until the CHECK TRANS light goes out. Now let the engine rpm return to idle.
17. Move the shifter to reverse.
18. Pull the OD switch out (OD disabled). Verify that the CHECK TRANS light blinks.
Relearn Procedure
19. When the light blinks quickly, increase the engine speed to 1000-1500 rpm.
20. Push the OD switch in (OD enabled). The CHECK TRANS light will start to blink
slowly.
21. When the CHECK TRANS light starts blinking 1 second on and 2 seconds off, let
the engine return to idle. Use the following light blinking pattern to verify this.
Relearn Procedure
22. Place the transmission in park and release the brake.
23. Disconnect the jumper wire from the data link connector.
24. Turn the ignition off and on again. Make sure no warning lights are on.
The relearn procedure is done.

Pump Issues
Spun pump bushing and/or pump gear welded to the stator support. These problem
have been occurring quite often on this transmission and many like it.
We have seen this issue in the past on the earlier model Aisin Seiki 450-43LE for
example.
There have been articles and bulletins written on the Mercedes 722.9 with this problem.
Here are some tips that will help prevent these issues:
The converter pilot is a tight fit with the crankshaft, so make sure it doesnt have any
paint on it. Make sure the journal is smooth and free of any burrs or nicks.
Check the crankshaft, make sure its clean and free of any corrosion or debris that
can bind the pilot.
Take some extra time to slide the converter up to the flexplate and make sure the
pilot fits smoothly into the crankshaft.
When you bolt up the converter to the flexplate during installation, make sure you
pull the converter all the way toward the crankshaft, and then tighten the converter
bolts gradually as you turn the converter. Make sure the converter pilot doesnt bind
as you tighten the bolts.
Clean the engine block and bellhousing of any paint, debris or corrosion.
Check the dowel pins, make sure their extended out far enough.
Check the dowel pin holes on the bellhousing, make sure they are not worn out.
Pump Issues
Add a ground strap from the engine block to the battery to prevent electrolysis.
When your putting the pump together instead of squirting oil onto the pump gears
pack it with trans jell.
Here are a couple of tips that we used on the technical hotline when calls came in on
the earlier Aisin Seiki units failing on the lift.
We are now seeing more calls with the same problem on the Ford TorqShift 6
transmission welding the pump gears to the pump plate.
With the engine off and the first 4 quarts or so have been poured into the unit. Have
another 4 quarts ready. Dont wait, have someone ready to add it right away after
you start the vehicle.
If it fills too slow it may be better to turn off the engine and add more and then
restart engine.
You can also start out with more than 4 quarts instead start out with 8 quarts or
more.
Range Sensor Connector Swap
The shift indicator has boxes around all the gears not just the gear selected, setting codes P0706
Trans range sensor rationality & P2806 TRS Alignment.
The 10 pin (black) range sensor harness connector & 10 pin (grey) solenoid harness connector A
were swapped.
Due to harness routing its very easy to cross these connectors.
1 5 Swapped 1 5
6 10 6 10
Range Sensor Solenoid Harness

Harness Connector Connector A
Black 10 Pin Grey 10 Pin
Goes Here Plug Goes Here
1 5
5
6 10 10
12 Pin
Range Sensor Solenoid Case Solenoid Case
Connector B Connector A
Code P0707 and P2806
Code P0707 indicates a Transmission Range sensor issue.
There are three reasons this code will set:
1. If the Transmission Control Module (TCM) detects no shift lever position for the
period of 2.0 seconds for two consecutive key cycles.
2. If the Transmission Control Module (TCM) detects shift lever positions P, R, D,
3, 2, or 1 up or down past N but does not detect N position for 4 or more times
in one ignition cycle for the period of 500 msec.
3. If the Transmission Control Module (TCM) detects shift lever positions P, N, D,
3, 2, or 1 up or down past R but does not detect the R position for 4 or more
times in one ignition cycle for the period of
500 msec.
Code P2806 indicates the Transmission Control
Module (TCM) detects all of the Shift Lever
positions registering OPEN for the period of two
seconds, the most common failure is the MLPS.
Replace the MLPS.

K3 Clutch Burnt Out
This condition can be caused by a linear solenoid B failure. You can use a 2006 and
earlier (later solenoid different connector) Allison trim solenoid A to replace the
damaged one.
Allison trim solenoids A & B ($120 each) work well in place of linear solenoids just
match the snout size.
Dodge sells the AS68RC
linear solenoids with the
valve body only ($3500).
Pressure switches and

on/off solenoids
($200 for either)
sold separately.
Shift Issues P0796
Code P0796 indicates a problem with the Pressure Control Solenoid C or Linear
Solenoid #3.
The TCM verifies the operation of the Control Valve 3 by monitoring the Pressure
Switch 7. If a fault is detected, the transmission will go into limp in mode, the Torque
Converter Clutch (TCC) will be disabled, the limp in gear will vary based on the current
gear and other conditions, and the MIL will be illuminated.
Three things will cause this code to set:
1. Pressure Switch 7 is Closed for more than 160 ms. after the transition of the Control
Valve 3 from off to on 3 times. The electric fault of the Solenoid has not been detected
after the above condition has been established within 10 seconds.
2. Pressure Switch 7 is Open for Control Valve 3 at maximum commanded pressure.
The electric fault of the
Solenoid has not been detected after the above condition has been established within
10 seconds.
3. Pressure Switch 7 is Closed for more than 160 ms. The electric fault of the Solenoid
has not been detected after the above condition has been established within 10
seconds.
Shift Issues P0796
You can monitor the Pressure Switch 7 voltage signal with a multimeter to verify if the
sensor is operating correctly.
But, what if there is a leak in the circuit that

could also cause the switch not to close.
Shift Issues P0796
One area to look at is the sealing rings on input shaft.
There are two different diameter input shafts and sealing ring sizes, a smaller seal
used on the larger shaft (too small) will cause code P0796.
Different
Diameters
Make sure to check the rings for proper fit.

Pressure Specifications and Tap Locations
Lube
Pressure
Line
Pressure
TCC In
Pressure
Pressure Specifications and Tap Locations
TCC
Return
To Cooler
B1 Brake
TCC Apply
& Release
From Cooler
B2 Brake
K1 Clutch
K3 Clutch K2 Clutch (between fittings)
(just below
fitting)
Pressure Specifications Chart
Service Information
Service Intervals are 30,000 miles. Change Filter only if oil is contaminated. Use ONLY
AS68RC Fluid Part Number #05189977AA
Fluid level is set by monitoring transmission

temperature and setting level according to the
chart.
Drain Plug
Service Information
Filler Tube Filler Tube

Isuzu Dodge
AS69RC Comparison
As an upgrade for the more powerful 6.7L Cummins High Output I-6 Turbo Diesel, the
Dodge 3500/4500/5000 series Ram cab and chassis received the new Aisin Seiki
AS69RC for the 2013-2014 models. The upgraded Powertrain generates 385 HP and 850
lb. ft. of torque.
The AS69RC features a slight gear ratio change in reverse and 1st, split left/right side
or split shaft PTO mounting, several internal component changes and dual
transmission coolers.
Previous Ratios: 2013-14 Ratios

Reverse = 3.54:1 3.45:1
1st = 3.74:1 3.75:1
2nd = 2.00:1 2.00:1
3rd = 1.34:1 1.34:1
4th = 1:1 1:1
5th = .77:1 .77:1
6th = .63:1 .63:1
AS69RC Comparison
The accumulators are now located in the valve body (AS68RC they were mounted in
the case)
AS69RC Comparison
Updated valve body, wiring and connectors.
AS69RC Comparison
Check ball and small parts locations/functions.
AS69RC Comparison
Larger Shafts, Gears and bearings.
AS69RC Comparison
The input speed sensor is mounted under the valve body. The AS68RC mounted on
right hand side (Dodge) or top of the case (Isuzu).
AS69RC Updated ISS

Location, Valve Body
Wiring and Case
AS69RC Comparison
The F1 roller clutch has been removed. The B2 clutch was splined to the F1 roller
clutch on the AS68RC. It provided engine braking in manual low.
On the AS69RC the B2 clutch stays applied throughout 1st gear ranges (D or M1)
AS68RC
AS69RC
AS68RC-Introduction Webinar 2016 ATRA. All Rights Reserved.
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AS68RC Introduction

1 = K2 Driving Clutch (C1) 4 = B1 Brake (holding) Clutch (BO)

1 = Input Shaft 4 = Mid Planetary (P2)

The Input (Turbine) Speed Sensor (ISS) measures the

The OSS produces 16 pulses per output shaft revolution.

This signal is sent to the TCM to determine vehicle speed.

The ABS system compares the OSS signal to vehicle speed,

The 3 normally vented (NV) are:

The 1 normally applied (NA) solenoid is:

Solenoids A, C, & D Solenoid B

5.5-7.5 Ohms 5.5-7.5 Ohms

Red Exhaust Brown

.667 (16.94mm) .647 (16.43mm)

Reverse is available in all default ranges.

At this point diagnostic trouble codes (DTC) will be stored in memory.

This is Learning step 2.

17. Move the shifter to reverse.

22. Place the transmission in park and release the brake.

The relearn procedure is done.

Range Sensor Solenoid Harness

Replace the MLPS.

Pressure switches and

But, what if there is a leak in the circuit that

Make sure to check the rings for proper fit.

Fluid level is set by monitoring transmission

Filler Tube Filler Tube

Previous Ratios: 2013-14 Ratios

AS69RC Updated ISS

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