Hello everyone,

I have researched and experimented enough that I am ready to bring some topics to the discussion table, and I will try and be to the point on these topics.

A little back story. Daily drove, pulled, spirited drove a 5.9CR/48RE for a couple of years with mild upgrades. After experiencing my 6.7L, I realized the truck performed superbly. Getting tired of the four-speed and slip of an unlocked converter through 3rd gear, I was ready to upgrade trucks to a higher load capacity and what I thought would be better shifting transmission.

My father owns a deleted 2010 6.7L 68RFE truck otherwise stock, and it has been a great truck for many miles and pulls well. Predictable, No flare/unlocked/sloppy shifts responsive.

So I bought a 2014 3500 Megacab single wheel 68RFE truck, all stock 100k miles. The day I get it home after purchasing from a Chrysler dealer, I get a check engine light for low line pressure and TCC slip.

The truck had the new firmware update from RAM because it unlocked the converter for shifts in 4-6.

After fighting the dealer for compensation on the lemon of transmission, I built what a Revmax 850 trans with a low stall converter is. $8k later, hoping that would also tighten the flare on unlocked shifts.

I purchased a RaceME tuner ($1100) with deletes from RaceME and deleted the truck ($1000). Noticed the gremlins of the box tunes right away. I reached out to RaceME for custom tuning ($350), and from what I know now, it seems to be the European side. We worked on shift patterns and locked up nature etc. I was somewhat pleased with the results, but after getting enough time in the driver's seat, you start noticing things you don’t like.

So I bought warp tuning software ($500) to work on transmission tuning myself. Had I found out about Ray sooner, I would have gone with him instead.

So I am at the point where I paid a pretty penny for this truck in the inflated truck marked and spent over $10,000 in making the truck what I feel should be: responsive, solid shifting, and capable.

I drive and pull a 17,000 fifth wheel daily two times out of the month.

With all of that back story, this post intends to work on getting the truck to perform how I believe it should work through warp tuning. I have a background in tuning gasoline applications—a mechanical engineer by trade. So I have been trying to learn and read as much as possible.

Upon my research, I found that when Chrysler released the firmware update that changed the shift pattern with the unlocked shifts,

RaceME and DRD as well incorporated the firmware into their tunes and updates. As far as I have found, I cannot go back to an earlier version? I can find complaints about the scenario all day long, but I don’t find solutions.

I wonder how well the DRD tunes tighten up this response? I understand this was incorporated to save rotational parts in the transmission by putting less harsh loads on them. But I can’t get on board with this poor shifting strategy after experiencing different transmissions characteristics like Allison’s or early 68s.

I believed a locking shift is harsh, but if the shift strategy had enough defueling and went into a short partial lock, that would eliminate the direct input of shock that is trying to be eliminated.

Open to hearing more on this.

When the truck shifts into 6th, the delay of unlock to lock is far too long and holds an excessive rise in rpm. The throttle response is also very poor and does not feel direct. Blips in the throttle provide no feedback as if I never hit the pedal. On my common rail on a high horsepower tune, you were driving on the first 15% of throttle. Very responsive and predictable. Can and will a 6.7 ever be this way?

I have worked in WARP tuning on shift patterns and time delays to close up the gaps I am experiencing and noticed acceptable changes.

My current issue is working with a file that I can work with on the transmission side and having the engine side where it needs to be.

At this point, I am not looking to make more power with the truck but work with a stock like a tune to work on the transmission side. Since I have to start with a stock file from scratch, I haven’t figured out all the parameters to make the tuning stable for deletes. I was hoping to get an image file from the tuner to work on my current tune, but no such luck.

So to get started in the tuning process:

1. What are all the parameters that require attention for deletes?
- DTCs (i went through the list and disabled what I felt correlated)
- disabled all EGR and DPF parameters (on/off)
2. Do turbo/VGT tables need to be adjusted for Regen tables etc.?
3. Anything else?

Once I get a stable stock tune with deletes, I will dig back into my trans side.

Thank you very much for reading that far if you made it this far.

Open to criticism, experience with these issues, etc.