Many years back we (circa 2014) RevMax began using billet valve bodies in their 68RFE 1000 series transmissions. These units featured on demand lockup and the rigidity of a billet channel casting. These were offered for a short time by us but the market was not yet open to paying for what was thought to be an unneeded and expensive item. We stopped selling this an option in 2015 and mothballed the project.
When we began to make big power without 68RFE we began to use the billet lockup valve body again. This unit was installed in our 2017 and 2018 UCC race truck and was the center point of our 10.29 ET and one of the reasons we were able to complete all weekend and drive to and from the event over 800 miles without ever touching the transmission at over 1200hp!
Sometime after the 2018 UCC other companies began marketing a billet channel plate for sale. Initially, we dismissed the idea of re-releasing our billet valve body but customers have demanded that we bring it back. This valve body is available with or without the on-demand manual lockup option! Unlike other designs, we have full depth worm tracks in crucial circuits. The other designs we have seen have only a .190” deep worm track in a very critical circuit. This circuit is responsible for venting of the critical SSV valve and should not have been restricted. With the other design, they decided to shallow out ALL of the worm tracks so that it would work with a factory pan. While this made it more appealing to the masses, it meant that they were unable to keep the factory worm track depth in these critical areas. Due to our superior design, which made no compromises to appeal to the masses, the use of our deep pan or others is required. The stock pan simply is not deep enough.
We have tested our ZeroFlex valve body with the following aftermarket pans and this is what we have found in regards to fitment. Be sure to check your pan closely for clearance as this information is just a guide.
AFE Power: Due to the shallow depth of this pan you must remove the tall filter support fin in the pan and use a stock 2WD filter. Transtar part #A72010B
BD Diesel: Fits with the stock 4×4 filter as is, no modifications required.
Mag-Hytec: Due to the shallow depth of this pan you must remove the tall filter support fin in the pan and use a stock 2WD filter. Transtar part #A72010B
ATS Diesel: Does not fit due to the excessively thick sidewalls of the pan.
PML: Fits with the stock 4×4 filter as is, no modifications required.
Revmax: Fits with the stock 4×4 filter as is, no modifications required.
If you select to have the manual lockup option, please note that you will need to run a manual lockup switch to control this feature. You will also need to run wiring to and from the transmission pan. The manual lockup upgrade fee INCLUDES a custom pan with provisions for this wiring included in the cost! Also, note that the use of this feature will void any RevMax warranty on the transmission! The use of this feature will put enormous stress on the transmission internal components, shafts and case!
Are you having transmission valve body issues or just looking to upgrade your valve body? Well, you have come to the right place! RevMax is the industry leader in high-performance diesel transmission valve bodies. There are a lot of other competitors out there offering valve bodies and sometimes it may seem hard to differentiate what’s what and why ours may be a little bit more expensive than some, but there are a lot of reasons.
RevMax has been offering high-quality computer dyno tested valve bodies for over a decade. All of our technicians have undergone extensive training and are the best in the industry. Unlike our competitors, we do not do any reaming or valve oversizing by hand. Each and every valve body we rebuild is machined on our state of the art Haas CNC milling machines, just like the factory did when they made the valve body originally. These CNC machines cost over $100k each! By the use of these machines, we eliminate human error that is very common when valve bodies are machined by hand. The precise alignment of the reamer to the bore is nearly impossible to get perfect by hand and this is where our CNC machines thrive. We use a Rennishaw probe to dial in each valve body to the reamer prior to the valve being cut. This allows us to be within .0005” within the original centerline of the bore. Hand reaming is lucky to keep .002” tolerances. Being off by just .001” can cause valves to stick and sideload and ultimately lead to complete transmission failure.
Each RevMax valve body has a predetermined protocol that is followed for each valve body type. This protocol ensures that the customer gets the highest quality product each and every time. We do not just go thru and replace what is bad on each specific valve body, instead, a standard protocol is followed that replaces all known failure prone parts, even if they are still in good working order. In addition, we then check over the entire valve body to make sure that non-problematic areas are in good working order and if not, we repair these areas as well.
RevMax has proprietary technology and workflow processes that make our product superior to the competition. We also have the industries best testing equipment. To start, we vacuum leak test each and every valve body after cleaning. Finally, each valve body is dyno tested on one of our fully computerized valve body dyno machines. The results are compared against a brand new valve body and the data is then stored and available to be viewed by the customer if requested.
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