The Aisin AS69RC Transmission Guide for Your High Output Ram Cummins

If you've got a 2019-2024 Ram 3500 with the High Output 6.7L Cummins, your truck came with the Aisin AS69RC automatic behind it. It's a good transmission. It's also the one piece of the driveline that takes the most abuse when you tow at or near max weight, tune the engine, or both. This guide walks through what the aftermarket actually sells for it: torque converters, full transmission packages, and the maintenance parts that keep the one you have alive longer.

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One thing to nail down before you spend anything: the AS69RC is specific to the High Output engine, and ATS states plainly that it's exclusive to the 3500 pickup. If your truck runs the Standard Output 6.7L, none of the transmission hardware below is built for what you have. Check your build sheet before you order.

The weak point, and why people upgrade at all

None of these parts make power. They're not going to show up as a hp or tq gain on a dyno sheet, and none of the manufacturers here claim one. What they address instead is heat and holding capacity. Every automatic transmission slips a little inside the torque converter to smooth out the connection between engine and drivetrain, and that slip generates heat. Tow heavy, run a bigger tune, or both, and the stock converter and internals have to work harder to do the same job. That's the whole category in one sentence: converters and packages built to hold more, and pans and filters built to run cooler and get serviced properly.

Torque converters: the entry point

A converter swap is a transmission-out job either way, so most of what you're paying for here is what happens once it's already apart.

{{part:TC-ATS-3029202392-AS69RC-1924}} is ATS's base Aisin converter, cut to factory stall speed so low-speed drivability doesn't change. It's the one ATS actually shows in stock rather than backordered. What you give up against ATS's own pricier unit is their Five Star clutch drive and mixed-flow stator, and ATS doesn't publish what that buys you in holding capacity. If the truck is tuned and pulling hard regularly, that's worth a call to ATS before you decide.

{{part:TC-ATS-3029502392-AS69RC-1924}} is that pricier ATS unit, built around the Five Star Viskus clutch drive and a mixed-flow stator, still cut to factory stall so it doesn't feel lazy off the line. ATS doesn't publish a side-by-side showing exactly what the upgraded clutch drive gains over the base converter, so ask before paying the difference.

{{part:TC-SUNCOAST-AS69C1-AS69RC-1924}} is SunCoast's entry into a billet converter for the Aisin: CNC billet piston and cover, higher-friction clutch material, and a dual Torrington thrust bearing where the factory unit uses one. It carries a three-year unlimited-mileage warranty. SunCoast states it is not legal for sale or use in California, so check that before ordering if that applies to you.

{{part:TC-SUNCOAST-SCAS69-AS69RC-1924}} steps up to a billet stator on top of the billet cover and piston, which SunCoast says cuts turbine slip under load. That's the one to look at if you tow heavy often rather than occasionally. Since the transmission has to come out for either SunCoast converter, the labor cost is identical, so the real decision is whether the billet stator matters for how you actually use the truck.

Full transmission packages: when you're past a converter

These aren't upgrades to your existing transmission. They're complete replacement units.

{{part:TRANS-ATS-3099142392-AS69RC-1924}} is a fully rebuilt Aisin with upgraded clutches, seals, and a cooler bypass block, and it's the only package here where you pick your torque converter (TripleLok or Five Star) at order time instead of it shipping fixed. It's also the most expensive option on this list. If choosing the converter doesn't matter to you, the BD packages below start well under it.

BD sells three versions of essentially the same replacement transmission, each built around a nitride billet K2 hub that addresses a known spline-wear failure point in the factory Aisin. {{part:TRANS-BD-ROADMASTER-AS69RC-1924}} is the base package, the right call if your truck is close to stock and you just want the K2 hub issue dealt with before it causes a problem. {{part:TRANS-BD-TOWMASTER-AS69RC-1924}} sits in the middle, but BD's own page lists the same K2 hub fix as the cheaper RoadMaster without stating what the price step actually adds. Call BD and get the build sheet before assuming it's a stronger unit. {{part:TRANS-BD-TORQUEMASTER-AS69RC-1924}} is the only one of the three whose listing states an actual internal difference beyond the hub: added friction plates in the K2, K3, and B1 clutch packs, which matters if the truck is already tuned and working hard. On a stock truck, it's holding capacity you won't use.

Whichever route you go, remember you're paying for a whole transmission plus a full day of shop labor, not a bolt-on part.

Keeping the stock transmission alive

If a full converter or package isn't where your build is at yet, these are the maintenance and protection parts worth having.

{{part:TRANS-BD-DEEPSUMP-AS69RC-1924}} is a deeper aluminum pan with cast cooling fins, adding fluid capacity to help keep temps down under load. BD doesn't publish exactly how many extra quarts it holds.

{{part:TRANS-PPE-228053200-AS69RC-1924}} is the direct comparison. PPE publishes the number BD doesn't: four extra quarts of capacity, and it's the less expensive of the two deep pans. It ships in raw, brushed, or black, and PPE has listed some finishes as temporarily out of stock, so confirm availability on the one you want before ordering.

{{part:TRANS-BD-1064048-AS69RC-1924}} is a filter and gasket service kit sold as one part number instead of three you'd otherwise have to track down separately. It's the cheap, boring item on this list, and realistically the one every AS69RC owner buys more than once over the life of the truck.

{{part:TRANS-PPE-228053204-AS69RC-1924}} is the pan gasket by itself, worth ordering alongside a pan swap or fluid service so you're not stuck waiting on a small part while the truck sits on the lift. PPE currently lists it as temporarily out of stock, which is exactly why it's worth having on the shelf ahead of time rather than ordered the day you need it.

What the catalog doesn't tell you

None of these parts carry a horsepower or torque figure, and that's expected. A torque converter, pan, or full transmission doesn't make power on its own, so treat any specific number you see quoted for one of these elsewhere as marketing, not a measurement. Where a listing didn't give a clear answer (stall speed differences between the two ATS converters, exactly what separates BD's TowMaster from its RoadMaster), that gap is called out above rather than filled in with a guess.

What to actually buy

Stock truck, mostly stock tune, occasional towing: start with the maintenance items. A filter service kit and a deep pan address heat and service life without spending transmission money.

Regular heavy towing, stock or mild tune: a torque converter upgrade is the more targeted spend before a full transmission swap.

Tuned and worked hard, or you've already had a failure: that's the territory where a full package makes sense, and the difference between BD's three tiers comes down to whether you need the added clutch friction capacity or just the hub fix.

Legal and warranty note

This isn't legal or warranty advice. Swapping drivetrain components on a truck that's still under factory warranty or on a lease can affect your coverage, and that's a question for your dealer or a qualified attorney, not a parts guide. None of these are emissions-related components, but if you're unsure how a modification affects your specific warranty situation, confirm before you order.

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