Photo 2/24 | Teardown Core Transmission | Building the Signature 1000 begins with the teardown of a wasted core. Transmissions come in with a variety of different ailments, but never fear, all internal parts are thoroughly checked, then replaced.
Photo 3/24 | Stock Overdrive Clutches | This is what you never want to see inside any transmission: the stock overdrive clutches have literally welded themselves to the hub.
Photo 4/24 | Jason Lampus Removing Input Clutch | Technician Jason Lampus is seen here removing the input clutch drum from the core transmission. This housing is the primary focus at RevMax, as it contains the overdrive clutches and is known as the weakest link inside the 68RFE.
Photo 5/24 | Deformed Clutches | Unfortunately, this is quite typical of transmissions from trucks with even a mild programmer installed. The thin clutches suffer from coning and deformation due to the increased torque they receive. Note the discoloration and beveled appearance of the factory overdrive clutches.
Photo 6/24 | Unit Disassemble | With the drum removed from the case, Lampus set to work disassembling the unit.
Photo 7/24 | Five Clutches | RevMax utilizes five Alto Red Eagle clutches with Kolene steel, along with a custom clutch piston in the Second gear position (top) as opposed to only three in factory trim (bottom). This results in a 66 percent increase in holding strength.
Photo 8/24 | Four Clutch Setup | For Fourth gear, factory is again three clutches and steels (top) and is replaced by a four-clutch setup. The benefit from this is a holding strength gain of 33 percent.
Photo 9/24 | Billets | RevMax machines all its Signature 1000 input drums in-house. These billets start out weighing 22 pounds before being machined down to less than 3 pounds. The billet drums are the backbone of the Signature line of transmissions. Increasing the diameter of the drum is what allows for the additional surface area, which increases the transmission’s holding capacity.
Photo 10/24 | Clutches Snap Rings Coated Sheets | The Signature 1000 is made special with the addition of phosphate-coated steels, clutches specific to it, and custom snap rings. Made from two pieces of billet aluminum, the drums are anodized to prevent premature wear. Pressure plates are cut from solid billets, and a 300M input shaft is used.
Photo 11/24 | Input Drum 2 | RevMax machines all its Signature 1000 input drums in-house. These billets start out weighing 22 pounds before being machined down to less than 3 pounds. The billet drums are the backbone of the Signature line of transmissions. Increasing the diameter of the drum is what allows for the additional surface area, which increases the transmission’s holding capacity.
Photo 12/24 | Input Drum 1 | RevMax machines all its Signature 1000 input drums in-house. These billets start out weighing 22 pounds before being machined down to less than 3 pounds. The billet drums are the backbone of the Signature line of transmissions. Increasing the diameter of the drum is what allows for the additional surface area, which increases the transmission’s holding capacity.
Photo 13/24 | Different Input Clutches | For comparison, from left to right are the different input clutches and steels used in the RevMax Signature line of transmissions. At the far left, the RevMax 550s use high-energy BorgWarner clutches, which provide 18 percent more surface area than factory. The 850s (middle) feature a wider clutch that is custom made to fit their billet drum. Finally, on the right, the Signature 1000 utilizes custom clutches that provide a 61 percent increase in surface area.
Photo 14/24 | Triple Disc Torque Converter | The Signature 1000 comes with a triple-disc torque converter with a billet front cover. It features a 4130 chromoly impeller hub, hardened turbine hub and splines, high-performance Torrington bearings, and a billet stator bearing cap.
Photo 15/24 | Input Clutch Drums Oe | The input clutch drums also differ between Signature models. We see a modified OE drum used in the 550 (left), anodized billet 850 drum (middle), and the 1000 drum (right).
Photo 16/24 | Revmax Signature Valvebody | Before being installed, every RevMax Signature valvebody and pump is vacuum leak-down tested prior to being modified to increase line pressure and fix the factory flaws.
Photo 17/24 | Superflow Tcrs Equipment | RevMax utilizes SuperFlow TCRS equipment to weld its converters. This ensures a perfect weld, every time. Seen here is a set of turbine splines being welded into place on a turbine.
Photo 18/24 | 68rfe Pump | Here we get a glimpse of a 68RFE pump mounted up to the mill, ready to receive the RevMax-specific modifications.
Photo 19/24 | Superflow Valve Body Dyno | A SuperFlow valvebody dyno is used to test each valvebody assembly before it is installed in the transmission. Before leaving for installation, each RevMax transmission is fully tested for hydraulic and performance integrity on an AMI hydraulic test stand.
Photo 20/24 | New Line Pressure Sensor | One of the most important steps listed in the instructions is the installation of a new line pressure sensor. If this part is skipped, the warranty is voided.
Photo 21/24 | Buds Diesel Install Slushbox | With assembly of the Signature 1000 transmission complete, we headed to Bud’s Diesel in Midway City, California, to install the new slushbox. But before the new transmission could go in, the old one needed to come out. Technician Tom Pohl led the charge and had the old unit out in no time.
Photo 22/24 | Torque Converter | Care must also be taken when installing the torque converter, as the most common mistake during installation is a damaged input shaft seal. Pohl generously lubed the input shaft, and while supporting the heavy converter from the bottom, gently slid it into place.
Photo 23/24 | Transmission Iassembled | The Signature 1000 is shipped bare, meaning all the factory adapters, hoses, plugs, and brackets needed to be swapped onto the new transmission before installing it in the truck. Be careful not to miss any, as even the smallest plug can cause a big mess.
Photo 24/24 | Revmax 68 Rfe Signature 1000 Transmission Installed | With all the required parts swapped over, Pohl positioned the new transmission in place and began the reassembly process. Once installed, the transmission must go through a regimented relearn and break-in process. Any deviation from the guidelines could result in permanent damage. However, after completing the break-in, this transmission should last a long time and handle very high power levels.