Chrysler 46RE, 47RE and 42RE transmission problems

If your automatic Ram, Durango, Dakota or Grand Cherokee won't shift into overdrive, starts in second, overheats when towing or bangs into reverse, it probably has a Chrysler rear-drive automatic from the 46RE, 42RE or 47RE family, the former A518, A500 and A618. This article covers which trucks have them, how to tell the versions apart, which filter they take, which part fails for each symptom according to Chrysler's service manual, their codes, the fluid they take and which TSS parts get replaced.

One family, two case sizes

These automatics descend from Chrysler's 3-speed TorqueFlites, which came in two case sizes: the small A904 (as 3-speeds, the 30RH and 32RH) and the large A727 (the 36RH). Adding an overdrive unit to each produced the 4-speeds: the small-case A500 (42RH, then 42RE and 44RE) and the large-case A518 (46RH and 46RE) and heavy-duty A618 (47RH and 47RE), which became the 48RE in the 2003 to 2007 Ram diesel. Mopar's catalogs confirm the split: one pan gasket fits the 32RH, 42RE and 44RE, and another the 36RH, 46RE, 47RE and 48RE.

What do the letters mean? Per the naming convention common in shops, the first digit is the number of gears, the second the relative torque capacity, R is rear-wheel drive and H or E says whether the governor is hydraulic or electronic. Per Chrysler's manual, the 47RE has more clutch discs than the 46RE: 5 in the overdrive clutch versus 4, and 10 in the direct clutch versus 8.

RH or RE: the electronic governor

The difference between an RH and an RE is how governor pressure, which tells the transmission when to upshift, is produced. On the RH it's mechanical; on the RE, per Chrysler, the computer controls it with a governor pressure solenoid and a governor pressure sensor that includes the fluid temperature sensor. The 1-2 and 2-3 shifts are still hydraulic; the 3-4 shift and the converter clutch are solenoid-controlled. The RE also keeps its bands and throttle valve (TV) cable, except some 48REs that, per TransGo, replaced the cable with a throttle motor.

The electronic governor arrived in the mid-1990s, and according to ATSG it was universal by the 1996 models. If your truck is older, it's probably an RH: confirm it with the number stamped on the case.

Which trucks have them?

Not this family: the 42RLE in the 3.7 Ram and Dakota and the 2003-and-later Wrangler, covered in our 41TE and 62TE guide; the 45RFE, 545RFE and 68RFE; and the Cherokee XJ 4.0, which uses an Aisin AW4.

How to tell which one you have

• 3 or 4 speeds: the 4-speeds have an O/D OFF button (before 2003) or TOW/HAUL (from 2003).
• The body code plate: on the 1998 Ram, for example, DGK is a 42RE, DGT a 46RE and DGP a 47RE, per the service manual.
• The number stamped on the left side of the case, just above the pan gasket surface.
• The pan gasket: the small case (A904, A500, 42RE and 44RE) differs from the large case (A727, A518, 46RE, 47RE and 48RE).
• The governor sensor: per ATSG there were four designs, a 3-terminal one at first, 4-terminal from 1996 and a plastic one with blade terminals from 2000, which won't retrofit to earlier units.

Which filter does it take? It depends on the pan

It's the most common parts-counter question. A Chrysler bulletin for the 1997 Ram and Ram Van explains it: the deeper pan, stamped 52118780AD, takes filter 52118789, and the unstamped pan (52118804) takes 3515996; the deep pan is 0.59 in. deeper. In Mopar's catalogs, 1997 units use 3515996 and 2001 to 2005 RE units 52118789. At TSS, the large felt and brass filters match 3515996, and the metal and plastic filter matches 52118789: check your pan before ordering.

Won't shift into overdrive

First rule out normal behavior. Per Chrysler, 4th won't engage with the O/D OFF button pressed, with fluid below 50 °F or above 250 °F, if the 3rd gear shift isn't complete or at low speed, and the 2004 Ram owner's manual adds that it won't upshift into overdrive below about 30 mph or with TOW/HAUL on. If it keeps shifting in and out of overdrive when towing or climbing, the same manual says to press TOW/HAUL.

If none of that applies, Chrysler says to check the O/D switch, its fuse and wiring, the overdrive solenoid and the switch and solenoid continuity, then the overdrive clutch, its piston and seal. Per the manual, if it slips in 4th but not in 3rd, the overdrive clutch is slipping.

Starts in 2nd or 3rd, or won't downshift to 1st

It's the classic electronic governor problem. Per Chrysler, governor pressure should drop to nearly zero when stopped; above 1.5 psi at a standstill, the transmission won't downshift. And the logic is the opposite of what you'd expect: one amp gives zero governor pressure, and zero amps gives maximum pressure. ATSG sums it up: a 2nd or 3rd gear start with an upshift into 4th points to a stuck 1-2 shift valve, the governor sensor or solenoid, or the computer; a 3rd gear start with no upshift into 4th points to a power loss to the computer or a bad computer.

Two tips: the sensor connector changed by year, so order the part by year; and after replacing the solenoid, verify governor pressure with a gauge or scan tool, because GEARS magazine documented new solenoids that didn't produce enough pressure, and TransGo reports transducers failing shortly after overhaul.

Slips in 2nd, in all gears or in reverse

Chrysler's manual says which element works in each gear, which guides the diagnosis:

• If it slips in any two forward gears, the rear clutch is slipping; it's applied in D, 2 and 1.
• 2nd uses the rear clutch and the front (kickdown) band: for delayed or erratic shifts, Chrysler lists a misadjusted front band.
• If it slips in 3rd, the front or rear clutch is slipping; if it also slips in reverse, it's the front clutch.
• If it slips in 1st in D and 2 but not in 1, the overrunning clutch is at fault.
• No reverse: a misadjusted or worn rear band, the front clutch or the overdrive direct clutch; per Chrysler, if the direct clutch fails, the transmission loses both reverse and engine braking in 2.

That's why band adjustment matters. Chrysler gives different back-off turns per version (the front band backs off 2-7/8 turns on the 46RE and 1-7/8 on the 47RE, for example), its 1988 manual called for changing fluid and filter and adjusting the bands every 12,000 miles in severe use, and the 2004 Ram owner's manual says to adjust the bands at fluid changes. Sun Transmissions explains how transmission bands work.

Overheats when towing

Per Chrysler, above 260 °F the computer downshifts from 4th to 3rd, applies the converter clutch and turns on the O/D OFF lamp, and won't allow 4th until the fluid drops to about 230 °F. Burnt fluid usually comes from two things: restricted flow through the cooler, usually from a faulty or improperly installed drainback valve or a damaged or clogged cooler; or towing with a truck that lacks an auxiliary cooler, a heavy-duty cooling system and the right axle ratio. The drainback valve sits in the cooler outlet line, and if it's restricted, backwards or in the wrong line it overheats the transmission; Chrysler says to remove it whenever the cooler and lines are reverse flushed. Chrysler also issued late-2002 bulletins for 2003 models that could overheat from a restricted drainback valve.

Sun Transmissions explains the dangers of transmission overheating.

Delayed or harsh engagement

For delayed engagement, especially after sitting for hours, Chrysler's chart lists fluid draining from the converter into the pan, along with a clogged filter, the rear band, the pump or a governor fault. For harsh engagement into D or R, check the fluid level, the TV cable (a setting that's too long), mounts and driveline, the rear band and the valve body check balls. Chrysler also issued bulletins for intermittent harsh reverse engagement on 1999 and 2000 RE units, and for a buzz when selecting reverse cold.

Shudder at lockup

On the RE, the converter clutch applies in 4th above about 45 mph, per Chrysler. If it shudders right there, check the fluid first: the owner's manual warns that fluid other than the recommended type may cause torque converter shudder. Chrysler also has bulletins for erratic lockup and for codes P0740 and P1740.

Trouble codes

Watch out for P0750: it isn't in Chrysler's code list for these units, because it belongs to clutch-to-clutch automatics such as the 42RLE; on the RE, the overdrive solenoid code is P0753. Read the exact code with a scan tool. Chrysler also issued a bulletin for a false check engine light with P1763 on 1998 and 1999 models. Sun Transmissions explains code P0740.

What fluid does it take?

• Chrysler specified Mopar ATF+3 (Type 7176) and warned that Dexron II is not recommended, since it can cause clutch chatter.
• A 2006 Chrysler bulletin says ATF+4 is backward compatible with ATF+3, ATF+2 and ATF+, and is now recommended where those were specified. It doesn't apply to the Cherokee's Aisin AW4.
• The level is checked on the dipstick on level ground, engine idling and lever in N: hot, at about 180 °F, it should read in the OK area. Overfilling causes foaming and leaks from the pump vent.

How it's diagnosed and repaired

• Chrysler says to start with the easy items: fluid level and condition, linkage adjustments and electrical connections, and reading codes with a scan tool.
• For delayed, erratic or harsh shifts, adjust the TV and shift linkage before opening the transmission.
• For a governor fault, check fuses and the relay, the sensor and the solenoid, and verify pressure after replacing them.
• If there's a lot of metal or fiber in the fluid, Chrysler says to replace the converter and reverse flush the cooler and lines, with the drainback valve removed.
• Per Chrysler, unless the problem is obvious, such as no drive in D, don't disassemble the transmission without a diagnosis.

How much does the repair cost? It depends on what failed: a sensor, a band adjustment or a drainback valve isn't the same as a rebuild. Get a diagnosis before accepting a replacement transmission.

See TSS parts for the 46RE and A518

TSS parts for the 46RE, 42RE and A518

The TSS catalog lists about 80 parts for this family. The most requested are:

• Large felt and brass filters, for the unstamped pan and the 3-speeds, and a metal and plastic filter for the deep pan; the felt filter is one of TSS's best sellers.
• Cork and Farpak pan gaskets: one for the small case (A904 and A500) and one for the large case (A727, A518 and A618).
• Governor pressure solenoid and sensors by year, and overdrive and lockup solenoid sets.
• TSS Rojo and Dorado overhaul kits for the A500 (42RE and 44RE), the A518 (46RE), the 48RE and the A727; we explain the difference in TSS Rojo vs Dorado overhaul kits.
• Kickdown and reverse bands, overdrive frictions and steels, bushings, seals and pump gaskets.

Before ordering, check your pan and your truck's year. To buy online in the US, Sun Transmissions has the A500, 42RE and 44RE and A518, 46RE, A618, 47RE and 48RE collections.

TSS is an aftermarket brand with OEM-comparable quality and quality control on every product. You can buy it from our authorized distributors: in the United States from Sun Transmissions, and in Mexico the full TSS catalog at Transmisiones Veinte 07.

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• Filtro Grande de Felpa Chrysler A904 A727 T6 T8
• FILTRO METAL Y PLASTICO A500 A518 A618
• Solenoide Gobernador Presión A500 A518 A618 TSS
• Sensor Gobernador Presion Plastico 2000/up A500 A518 A618
• Juego Empaques TSS Rojo 1990/UP A518
• Juego de Empaques TSS Dorado 1988/UP A500
• Banda Flexible Seccionada A727 A518 A618 T8 36RH 37RH 46RE 46RH 47RE 47RH
• Empaque de Carter Farpak T8 A518 A618 37RH 36RH A727 46RE 46RH 47RE 47RH

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