[BigRedcustoms]

As I peruse various websites for cool mods and upgrades for our trucks, I can't help but revisit our long back and forth over what parts our aisin variant shares with both the A465/AS68RC and the AS69RC. Revmax gave us a bit of insight into our unit, which is appreciated, but now I'm scratching my head looking at upgraded parts that have the AS69RC designation for out units. I thought the parts where not interchangeable, i.e.. the K1, K2, and K3 clutches, drums, etc. be different if it was more like the earlier unit??
Example from their website:

AS69RC NISSAN TITAN BILLET TRANSMISSION COMBO UPGRADE KIT
$3,995.00
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SKU: AS69COMNIS
Category: COMBO KITS
Description
Additional information
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Product Description

AS69RC NISSAN TITAN BILLET TRANSMISSION COMBO UPGRADE KIT

· Billet K2 Drum (see below for more information)

· Billet K2 Piston

· Billet K3 Drum (see below for more information)

· Billet K2 Clutch Hub (see below for more information)

· 9 RevMax proprietary K2 clutches and steels (factory is 6/6)

· 9 RevMax proprietary K3 clutches and steels (factory is 6/6)

· High Performance B1 clutches and steels

· High Performance K1 clutches and steels

· Higher Performance B2 clutches and steels

· Stage 5, 5 disc billet torque converter with low stall stator

K2 Drum

Manufactured from a SOLID 1045 steel slug weighing over 66lbs, this billet AS69RC K2 clutch drum now weighs just 7lbs. The factory drum is prone to fatigue and rapid failure due to being constructed as an inexpensive stamping made with inferior steel. The factory drum will ring groove in short time due to the soft steel alloy. In addition, the drum is prone to flexing and the interior needle bearing is notorious for failing and destroying the entire transmission. The RevMax drum is nearly 40% thicker in every area and will not flex or wear like the factory drum will. The steel material we use also resists ring grooving far better than the factory drum does. Our drum is longer in physical length and features longer clutch splines. Finally, we replace the failure prone bearing with a CNC machined bushing that will not fail. This part is perfect as an OEM replacement or mandatory in any performance transmission. This drum kit comes complete with our Billet K2 clutch hub, billet apply piston, 9 RevMax proprietary steels and 9 Proprietary RevMax clutches. This will give you 50% more clutch apply surface area and the ability to handle extreme levels of increased horsepower.

K2 Hub

Manufactured from a SOLID 4140 HTSR steel slug weighing over 60lbs, this billet AS69RC K2 clutch hub now weighs just 1.2lbs. The factory hub is prone to fatigue and rapid failure due to being constructed as an inexpensive stamping made with inferior steel. The RevMax hub is nearly 2x thicker in every area and will not break or wear like the factory hub will. It also longer in physical length and features longer clutch splines.

K3 Drum

Manufactured from a SOLID 1045 steel slug weighing over 64lbs, this billet AS69RC K3 clutch drum now weighs just 6.3lbs. The factory drum is prone to fatigue and rapid failure due to being constructed as an inexpensive stamping made with inferior steel. The factory drum will ring groove in short time due to the soft steel alloy. In addition, the drum is prone to flexing and the snap ring is notorious for blowing out and destroying the entire transmission. The RevMax drum is nearly 40% thicker in every area and will not flex or wear like the factory drum will. The steel material we use also resists ring grooving far better than the factory drum does. Our drum is longer in physical length and features longer clutch splines. This part is perfect as an OEM replacement or mandatory in any performance transmission.. This drum kit comes complete with our Billet K3 billet apply piston, 9 RevMax proprietary steels and 9 Proprietary RevMax clutches. This will give you 50% more clutch apply surface area and the ability to handle extreme levels of increased horsepower.

So what I'm getting at is, Is the only difference we have is a the input shaft from the AS68RC and a smaller converter, but everything down the line is similar to the AS69RC???

Revmax, if you have time (I know ya'll are busy) is there a way to get into a finer detail of design, clutch sizes, pinion counts, shaft sizes. I'd like to know what I'm working with down the line and would maybe like to squirrel away the above kit for a rainy day for future fun time after the warrantee is up The forum would really appreciate the insight!

 

[Vann5]

BigRedcustoms;421474]As I peruse various websites for cool mods and upgrades for our trucks, I can't help but revisit our long back and forth over what parts our aisin variant shares with both the A465/AS68RC and the AS69RC. Revmax gave us a bit of insight into our unit, which is appreciated, but now I'm scratching my head looking at upgraded parts that have the AS69RC designation for out units. I thought the parts where not interchangeable, i.e.. the K1, K2, and K3 clutches, drums, etc. be different if it was more like the earlier unit??
Example from their website:

AS69RC NISSAN TITAN BILLET TRANSMISSION COMBO UPGRADE KIT
$3,995.00
_____________________________________________________________________________________
Here is Revmax's original post from last December:

First off, Hello! My name is Frank and I am the lead engineer at RevMax Performance. We specialize in the diesel performance transmissions and have a very long history working with the Aisin A465 (Isuzu and Nissan Cabover Trucks),AS68RC and AS69RC and now the Titan A466 AS69RC

Just wanted to give you guys some more info. This info is not meant to upset or cutdown your trucks. I think the Titan with a Cummins is a great idea and hope it is a well taken offering.

Now,let's talk transmissions!

Your truck is equipped with a VARIANT of a the AS69RC also know as the A466. So, the information as to what it has in common to the Dodge version has been brought up and I hope to explain it a bit better for you guys! The AS69RC / A466 your trucks are equipped with are a HYBRID design of the Dodge AS69RC and Dodge AS68RC. Yes, it is a melting pot of the two transmissions, unfortunately it's not the greatest. First off, whats what:

Nissan A466 AS69RC
K1 Drum / Input Shaft, same as 07.5-2012 Ram AS68RC, both design and clutch count.

K2 Drum, same as 07.5-2012 Ram AS68RC, both design and clutch count.

K3 Drum, same as 07.5-2012 Ram AS68RC, both design and clutch count.

B1 Clutch, same as 07.5-2012 Ram AS68RC, both design and clutch count.

B2 Clutch, similar to the Ram AS69RC, both deleted the L/R sprag. The sprag was troublesome in the AS68RC BUT it did serve a function. That function was to smooth out the 1-2 and 2-1 shifts, especially the 2-1. The Ram AS69 owners and now Titan owners are complaining of a rough 2-1, and this is why you are experiencing this. I would take the rough shifts over the problematic sprag.

Planetary Gear Sets, same as 07.5-2012 Ram AS68RC, both design and pinion count.

Valve Body, same as 2013+ Ram AS69RC (good thing as the AS68RC valve body is HORRIBLE)

Pump, Hybrid design featuring aspects of both AS68RC and AS69RC Ram

Torque Converter, uses same input spline count as the Ram AS68RC but contains SMALLER friction surface area and is encased in a much smaller housing to fit the bell housing of the Nissan design.

Now, it is WIDELY known that the AS68RC is a poor transmission. It fails quickly when power is increased and is prone to the following issues: Input shaft failure, K2 and K3 clutch drums ring grooving, K2 Clutch hub wears from clutch tooth engagement, K2 and K3 clutches failing and Torque converter clutch failure. Unfortunately, all of these weak points are still present on the Titan A466 as it uses all of these parts from the AS68RC Dodge unit. The only saving grace is the valve body is a bit better and hopefully will wind up being easier to work with. Unfortunately the input shaft is still the same small diameter and is made of extremely poor quality steel. The drums too are made of low grade alloy and this causes the ring grooving. The K2 hub is stamped mild steel and simply wears out.

Basically, if you keep the truck stock the A466 will be fine for 100k miles in most applications. Turn the power up on these trucks and you WILL have transmission issues in short order. Just think about the RAM trucks, the AS68RC was only offered in the cab and chassis trucks and those trucks were all detuned powerwise. As soon as those owners turned the power up (to match that of the standard 2500 and 3500 trucks) via H&S programming they started having transmission troubles.

Finally, Merry Christmas!

__________________________________________________________________________________________
I've wondered too about the claims of inferior steel--they are the same in the parts list/description for both transmissions--the A466 and AS69RC. Hey, no manufacturer is using billet steel or those manufacturing techniques...that would not be cost effective. So both transmissions "are not the greatest"....lots of room for variation/interpretation there. Seems like someone not pulling heavy loads a lot ought to be able to get more than 100,000 miles on a A466 with proper care--at stock power levels. Agree that power mods change the whole calculus. There must be a lot of AS68RC trucks out there with a lot of miles now...

Hard to know what to believe here...in the meantime just drive, enjoy, and do proper maintenance.

 

[BigRedcustoms]

BigRedcustoms;421474]As I peruse various websites for cool mods and upgrades for our trucks, I can't help but revisit our long back and forth over what parts our aisin variant shares with both the A465/AS68RC and the AS69RC. Revmax gave us a bit of insight into our unit, which is appreciated, but now I'm scratching my head looking at upgraded parts that have the AS69RC designation for out units. I thought the parts where not interchangeable, i.e.. the K1, K2, and K3 clutches, drums, etc. be different if it was more like the earlier unit??
Example from their website:

AS69RC NISSAN TITAN BILLET TRANSMISSION COMBO UPGRADE KIT
$3,995.00
_____________________________________________________________________________________
Here is Revmax's original post from last December:

First off, Hello! My name is Frank and I am the lead engineer at RevMax Performance. We specialize in the diesel performance transmissions and have a very long history working with the Aisin A465 (Isuzu and Nissan Cabover Trucks),AS68RC and AS69RC and now the Titan A466 AS69RC

Just wanted to give you guys some more info. This info is not meant to upset or cutdown your trucks. I think the Titan with a Cummins is a great idea and hope it is a well taken offering.

Now,let's talk transmissions!

Your truck is equipped with a VARIANT of a the AS69RC also know as the A466. So, the information as to what it has in common to the Dodge version has been brought up and I hope to explain it a bit better for you guys! The AS69RC / A466 your trucks are equipped with are a HYBRID design of the Dodge AS69RC and Dodge AS68RC. Yes, it is a melting pot of the two transmissions, unfortunately it's not the greatest. First off, whats what:

Nissan A466 AS69RC
K1 Drum / Input Shaft, same as 07.5-2012 Ram AS68RC, both design and clutch count.

K2 Drum, same as 07.5-2012 Ram AS68RC, both design and clutch count.

K3 Drum, same as 07.5-2012 Ram AS68RC, both design and clutch count.

B1 Clutch, same as 07.5-2012 Ram AS68RC, both design and clutch count.

B2 Clutch, similar to the Ram AS69RC, both deleted the L/R sprag. The sprag was troublesome in the AS68RC BUT it did serve a function. That function was to smooth out the 1-2 and 2-1 shifts, especially the 2-1. The Ram AS69 owners and now Titan owners are complaining of a rough 2-1, and this is why you are experiencing this. I would take the rough shifts over the problematic sprag.

Planetary Gear Sets, same as 07.5-2012 Ram AS68RC, both design and pinion count.

Valve Body, same as 2013+ Ram AS69RC (good thing as the AS68RC valve body is HORRIBLE)

Pump, Hybrid design featuring aspects of both AS68RC and AS69RC Ram

Torque Converter, uses same input spline count as the Ram AS68RC but contains SMALLER friction surface area and is encased in a much smaller housing to fit the bell housing of the Nissan design.

Now, it is WIDELY known that the AS68RC is a poor transmission. It fails quickly when power is increased and is prone to the following issues: Input shaft failure, K2 and K3 clutch drums ring grooving, K2 Clutch hub wears from clutch tooth engagement, K2 and K3 clutches failing and Torque converter clutch failure. Unfortunately, all of these weak points are still present on the Titan A466 as it uses all of these parts from the AS68RC Dodge unit. The only saving grace is the valve body is a bit better and hopefully will wind up being easier to work with. Unfortunately the input shaft is still the same small diameter and is made of extremely poor quality steel. The drums too are made of low grade alloy and this causes the ring grooving. The K2 hub is stamped mild steel and simply wears out.

Basically, if you keep the truck stock the A466 will be fine for 100k miles in most applications. Turn the power up on these trucks and you WILL have transmission issues in short order. Just think about the RAM trucks, the AS68RC was only offered in the cab and chassis trucks and those trucks were all detuned powerwise. As soon as those owners turned the power up (to match that of the standard 2500 and 3500 trucks) via H&S programming they started having transmission troubles.

Finally, Merry Christmas!

__________________________________________________________________________________________
I've wondered too about the claims of inferior steel--they are the same in the parts list/description for both transmissions--the A466 and AS69RC. Hey, no manufacturer is using billet steel or those manufacturing techniques...that would not be cost effective. So both transmissions "are not the greatest"....lots of room for variation/interpretation there. Seems like someone not pulling heavy loads a lot ought to be able to get more than 100,000 miles on a A466 with proper care--at stock power levels. Agree that power mods change the whole calculus. There must be a lot of AS68RC trucks out there with a lot of miles now...

Hard to know what to believe here...in the meantime just drive, enjoy, and do proper maintenance.

Thanks, I was part of that whole chain, take a look regarding revmax saying the K2-3 clutch assemblies are AS68RC, but selling the same parts referencing the AS69RC, hence the reason for my post and my questions

 

[Vann5]

Thanks, I was part of that whole chain, take a look regarding revmax saying the K2-3 clutch assemblies are AS68RC, but selling the same parts referencing the AS69RC, hence the reason for my post and my questions

Yes, I remember you sort of started that discussion in that older thread...I feel like RevMax has sort of exaggerated the "low quality stamped steel" angle as part of their advertising. Sure, it is not as good as a billet piece, but will it hold up under stock power for a long time? Maybe not 300,000 miles but until the DPF fills up at 150,000 as AZPRO4X has mentioned in another thread? I think so...he is probably right that it is better to trade off these modern trucks before the enormous emission system replacement costs hit some years down the line. Unless you live in a state where you can get away with a delete (I used to live in Texas with a 91 Dodge Cummins for years. Here in Northern Virginia, they don't do emissions testing on diesels, but they DO check to be sure the apparatus is there!!! Get the wrong tech (one with a brain and some knowledge, and you are hosed if it is deleted...)

 

[BigRedcustoms]

I realize those who are stock or close to it will probably have zero issues with our unit considering the AS68RC/A465 was rated at 730ftlbs factory at the input shaft. But those who have tunes that are pushing 150hp/300tq on top of what ya got off the lot, it's gonna be an issue. Kind of amazing that we are up to 450hp/855tq with no fuel or induction changes on many of the tunes out there. Gives us a great package for the money buying these trucks. I know we have a few nicer parts on the A466ND, but I'd like to know what's in the sauce specifically

 

[GrantGunderson]

So just out of curiosity what is Dodges recommended service interval on the AS69RC and the AS68RC. Nissan's recommendation of a 20k service on the tranny fluid seems a bit excessive so curious how that compares to dodges recs.

 

[BigRedcustoms]

So just out of curiosity what is Dodges recommended service interval on the AS69RC and the AS68RC. Nissan's recommendation of a 20k service on the tranny fluid seems a bit excessive so curious how that compares to dodges recs.

I believe it's 30k just fluid, and 60k fluid and filter. Nissan believes our unit is a lifetime filter hence the fluid changes at 20k. I'll know more once I receive my labs back on my truck. But visually the fluid looked serviceable, a little darker, but still pretty good.

 

[NavyCuda]

Reviving this old thread... but has anyone ever converted the a466nd to a pto casing? Would it be difficult to add pto?