Built for real‑world work and towing. From 47RE and 48RE to 66RFE and 68RFE, Monster builds dyno‑tested Ram 2500 transmissions that solve the factory weak points—ready for Cummins torque or HEMI power.
Ram 2500 trucks live a hard life—trailers, job sites, and bigger tires all turn up the heat. We target clutch heat, valve body wear, and pressure control issues with stronger hard parts, upgraded frictions, and matched torque converters so your 2500 stays on the road.
For ~1996–2002 Ram 2500 with 5.9L Cummins. Built to prevent OD burn‑up and cross‑leaks, with options for towing or mild tuning.
For ~2003–2007 Ram 2500 5.9L Cummins. The proven 4‑speed with serious upgrade headroom for towing, tuning, or play.
For ~2012–2018 Ram 2500 with 5.7L/6.4L HEMI. Addresses clutch heat and valve body wear so your gas 2500 tows with confidence.
For ~2007.5–Present Ram 2500 6.7L Cummins. Corrects valve body and clutch drum flaws for dependable service under load and tuning.
Use year and engine as a quick guide. Always verify by VIN or the transmission tag for exact fitment—chassis options and mid‑year changes can apply.
| Transmission | Engine(s) | Typical Ram 2500 Model Years | Notes |
|---|---|---|---|
| 47RE | 5.9L Cummins (Diesel) | ~1996–2002 | Early 2500 (pre‑’03) |
| 48RE | 5.9L Cummins (Diesel) | ~2003–2007 | Common on 3rd‑gen 2500 |
| 68RFE | 6.7L Cummins (Diesel) | ~2007.5–Present | Most diesel 2500 pickups |
| 66RFE | 5.7L / 6.4L HEMI (Gas) | ~2012–2018 | Gas 2500 (pre‑8‑speed) |
| 8‑Speed (Gas) | 6.4L HEMI (Gas) | ~2019–Present | Contact us for options — search Ram 2500 |
From our workshop to your driveway, every build is backed by our commitment to quality and performance.
We target known Chrysler weak points with stronger hard parts, superior clutches, and recalibrated hydraulics to ensure durability.
Converters are specced to your engine and use case—from heavy towing single‑disc to competition multi‑disc.
No transmission ships until it passes our multi‑point dyno test. Install with confidence.
Talk to specialists who build and test these units daily. Get the right recommendation the first time.
Backed by Monster’s coverage and support for real‑world use.
Streamlined logistics and an easy core return process to minimize downtime.
Quick answers for common 2500 questions: 47RE/48RE/66RFE/68RFE, towing, tuning, and model‑year changes.
As a rule of thumb: ~1996–2002 use 47RE, ~2003–2007 use 48RE, and ~2007.5–present diesel 2500s use 68RFE. Gas 2500s used 66RFE from ~2012–2018 and moved to an 8‑speed for many 2019+ gas applications. Always verify by VIN or tag.
Upgraded frictions/steels, billet channel plate, recalibrated valve body, and a tow‑spec converter are key. Add a high‑capacity cooler and clean electrical grounds to help keep temps and slip in check.
Yes—share your tune, tire size, axle ratio, trailer weight, and usage. We’ll recommend clutch packs, valve body calibration, and converter stall to suit your combo.
Yes. Our units are direct replacements for the factory transmission. Professional installation is recommended, but no custom fabrication is required.
For diesel 2500s making ~400+ HP or ~800+ lb‑ft, a multi‑disc converter is highly recommended to prevent slippage under heavy load and to put more power to the ground.