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Contents
How much transmission fluid does a 5.9 Cummins hold?
Fluid Capacity. 12.00 QTS. In ambient temperatures below 0Deg.
What transmission fluid does a 48RE take?
47/48RE transmissions first used Dexron fluid, then Chrysler 7176 fluid, then Mopar type 3, and now Mopar type 4. We have used all without any problems. There are many good fluids you can use, most synthetics are fine. You can use Dexron 3 or Dexron/Mercon alone or with a Lubegard additive.
How long does a 48RE last?
Logically, they are not this in factory form. In fact, it is exceedingly probable that your factory 47RE or 48RE will not survive much more than the first 100,000 to 150,000 miles of its life, depending on your use and maintenance.
How many quarts does a 5.9 Cummins take?
All 5.9-liter Cummins engine’s oil capacity is 12 quarts with the filter. This includes the 12-valve, 24-valve, and common rail engines.
What kind of transmission fluid does a 5.9 Cummins take?
Valvoline – DEXRON®-VI ATF Full Synthetic Automatic Transmission Fluid, 1 Gallon (Part No. 883572)
How many speed is a 48RE transmission?
48RE: An electronically controlled four-speed automatic transmission found in ’03 to’07 Dodges.
What transmission is in my 2006 Dodge Ram 2500 5.9 Cummins?
48RE Automatic Transmission – 2005-2007 Dodge 5.9L Cummins 2500/3500 2WD.
How much does an Allison 1000 weight?
* The Allison 1000 uses a modular case design. * The Allison 1000 is rated for a 5,000-rpm input shaft speed capability. * The approximate dry weight of the transmission is 330 pounds with the PTO gear.
How much transmission fluid does a transmission hold?
In general, transmissions take about 9 to 13 quarts to fill completely. The amount of transmission you add will vary, depending on whether you are draining or replacing it all or you are just topping it up. Again, you should avoid adding too much. It is advisable to put in little amounts at a time.
How much oil does a Ram 3500 diesel take?
12 liters 5W-40 Ram Cummins diesel engine oil, oil filter, and hardware for the 2007-2019 6.7L Cummins diesel engine. OEM approved Cummins CES 20081 oil specification using RAVENOL low friction heavy duty diesel motor oil.
How do you check the transmission fluid on a 5.9 Cummins?
- Make sure your car is in park before getting out and opening the hood. …
- Find the transmission fluid dipstick. …
- Remove the dipstick and touch the fluid, moving it around between your thumb and forefinger. …
- Wipe off the dipstick, then insert it back into the vehicle.
Is a built 48RE a good transmission?
The 48RE transmission is the weakest point on a Dodge Cummins truck. Not only do they fail on trucks with minor upgrades, but even trucks in stock form have been known to be too powerful. A heavy duty truck needs parts which can stand up to heavy trailers, stop-and-go commutes to work, or high-horsepower applications.
How much is a new 48RE transmission?
48RE Transmission – $2,895 | 5-Year Warranty | Money Back Guarantee.
How long do Ram 2500 transmissions last?
The transmission on the Ram 2500 is built to last between 130,000 to 180,000 miles without ever needing replacement, so long as a proper servicing schedule is followed.
How much transmission fluid does a Dodge 2500 take?
BLAU Ram 2500 ATF Transmission Fluid Change Kit includes: 6 liters of Mopar 68218925AA spec transmission fluid, filter, gasket, hardware and fluid transfer tool.
How much oil does a Ram 3500 diesel take?
12 liters 5W-40 Ram Cummins diesel engine oil, oil filter, and hardware for the 2007-2019 6.7L Cummins diesel engine. OEM approved Cummins CES 20081 oil specification using RAVENOL low friction heavy duty diesel motor oil.
What is the best automatic transmission fluid?
Our top pick for the best transmission fluid is the Castrol Transmax Dex/Merc ATF. It works for the majority of domestic cars out there and delivers great results. If you’re looking for something even more wallet-friendly, check out the ACDelco Dexron VI Synthetic ATF.
What oil is best for Cummins?
Valvoline Premium Blue Oil
Valvoline’s Premium Blue Engine Oil is endorsed by Cummins and has been tested extensively by Cummins in stationary and EGR on-road engines, including engines powered by diesel, CNG, LNG, as well as engines equipped with DPFs.
Dodge Ram 5.9L Cummins Fluid Capacities: Fuel, Engine Oil & More
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- Summary of article content: Articles about Dodge Ram 5.9L Cummins Fluid Capacities: Fuel, Engine Oil & More Updating …
- Most searched keywords: Whether you are looking for Dodge Ram 5.9L Cummins Fluid Capacities: Fuel, Engine Oil & More Updating Find out the fluid capacities for 5.9l Cummins engines (best known on Dodge Rams) at Hot Shot’s Secret. We have figures for fuel tanks, engine oil, and more.
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Frequently Asked Questions
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How to fill up an 48RE transmission in a 05 5.9 Dodge Ram 3500 4wd. – YouTube
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- Summary of article content: Articles about How to fill up an 48RE transmission in a 05 5.9 Dodge Ram 3500 4wd. – YouTube Updating …
- Most searched keywords: Whether you are looking for How to fill up an 48RE transmission in a 05 5.9 Dodge Ram 3500 4wd. – YouTube Updating How to fill up your 48RE transmission in a 05 Dodge Ram 3500 5.9 diesel after you have serviced it. I Hope this is a helpful video for some thanks for watching!How to, Service transmission, 48RE, Dodge, Ram, 3500, transmission, 4wd, Dex3, precision transmission, Trent Crich
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Chrysler 47RE & 48RE Transmission • Problems & Solutions
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- Summary of article content: Articles about Chrysler 47RE & 48RE Transmission • Problems & Solutions Updating …
- Most searched keywords: Whether you are looking for Chrysler 47RE & 48RE Transmission • Problems & Solutions Updating In this transmissions 101, we thoroughly inspect and analyze the origin, strengths, weaknesses and pragmatic upgrades of the 47RE and 48RE transmissions. Further, we point out notable differences between the two, and answer other frequently asked questions!
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how many quarts of fluid for the 48RE? – Dodge Diesel – Diesel Truck Resource Forums
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- Summary of article content: Articles about how many quarts of fluid for the 48RE? – Dodge Diesel – Diesel Truck Resource Forums 9 quarts sounds about right. I have the non-double deep Mag pan and after draining the pan and changing the filter it took 6 qts to fill it up … …
- Most searched keywords: Whether you are looking for how many quarts of fluid for the 48RE? – Dodge Diesel – Diesel Truck Resource Forums 9 quarts sounds about right. I have the non-double deep Mag pan and after draining the pan and changing the filter it took 6 qts to fill it up … how,many,quarts,fluid,48RE, how many quarts of fluid for the 48RE?, dodge diesel,dtr,diesel truck resource,dodge diesel forum,dodge diesel forums,cummins turbo diesel,bhaf,diesel truck,diesel forums,exhaust brake,banks,cumminsforum,cummins forum,turbo diesel,turbo diesel register,compd,competitiondiesel,dieselram,diesel ram,dodge ram,dodge cummins,smarty,smarty jr,quadzilla,diesel truck forums,powermax,dodge ram diesel,cummins forums,raptor fuel pump,dodge ram forum,dodge cummins forum,cumminsforum,smarty,smarty jr,smarty revolution, ram diesel, diesel ram, dieselram3rd Gen High Performance and Accessories (5.9L Only) – how many quarts of fluid for the 48RE? – ok I drained my fluid to do a filter/fluid change on my transmission. its a 48re auto with a double deep mag-hytec pan. I didnt drain the convertor just took the pan off to get to the filter and drained the pan and cleaned…
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48RE transmission Service Fluid Capacity? | Turbo Diesel Register
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- Summary of article content: Articles about 48RE transmission Service Fluid Capacity? | Turbo Diesel Register a. If only flu and filter were changed, add 3 pints (1-1/2 quarts) of ATF +4 to transmission. … flushed, add 12 pints (6 quarts) of ATF +4 to … …
- Most searched keywords: Whether you are looking for 48RE transmission Service Fluid Capacity? | Turbo Diesel Register a. If only flu and filter were changed, add 3 pints (1-1/2 quarts) of ATF +4 to transmission. … flushed, add 12 pints (6 quarts) of ATF +4 to … I’m kinda out of my element here as my auto trans experience has only been a few filter services on my wifes GM (a man’l trans guy). I just did a 30K…
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Chrysler/Dodge 48RE Transmission Specs & Ratios
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- Summary of article content: Articles about Chrysler/Dodge 48RE Transmission Specs & Ratios Chrysler 48RE Specs ; ATF Type/Spec: ATF+4 automatic transmission flu ; Flu Capacity: 14.5 – 16.5 dry fill capacity, approx 4 qts service refill capacity. …
- Most searched keywords: Whether you are looking for Chrysler/Dodge 48RE Transmission Specs & Ratios Chrysler 48RE Specs ; ATF Type/Spec: ATF+4 automatic transmission flu ; Flu Capacity: 14.5 – 16.5 dry fill capacity, approx 4 qts service refill capacity. Chrysler 48RE 4 speed automatic transmission specs, ratios, and information. The 48RE was introduced during the 2003 model year behind the common rail 24v 5.9L Cummins Turbodiesel. It would eventually be replaced by a more versatile six speed unit midway into the 2007 model year.
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48RE fluid change – Diesel Bombers
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- Summary of article content: Articles about 48RE fluid change – Diesel Bombers Our 48RE maintenance schedule now invloves a drain/re-fill with 9 quarts and external filter change at 30k. Pan drop along with internal … …
- Most searched keywords: Whether you are looking for 48RE fluid change – Diesel Bombers Our 48RE maintenance schedule now invloves a drain/re-fill with 9 quarts and external filter change at 30k. Pan drop along with internal … 48RE,fluid,change, 48RE fluid change, Diesel, Diesel Forum, Truck, Cummins, Powerstroke, Duramax, Power Stroke, Diesel Performance, Turbo, Dodge, Chevy, GMC, Ford, Information, Talk, Discussions, VP44, 6.6L, LB7, LLY, LLM, P7100, CP3, 4BT, 6.2L, 6.5L, Racing, Pulling, Dyno, Towing, Engine Conversion, DTR, TDR, TDG, CompD, 6.7L, 5.9L, 24 Valve, 12 Valve, 1st Gen, 2nd Gen, 3rd Gen, 4th Gen, 6.4L, 6.0L, 7.3L, Common Rail, Marine, Discussion Forum, Clubs, Groups, Community, Enthusiasts5.9 Liter CR Dodge Cummins 03-07 – 48RE fluid change – getting ready to drop the pan and change the fluid/filter tomorrow. Is there a way to drain the torque converter other than droping the discharge line to the cooler and cranking the engine to pump it out? I thought I read somewere that there is a drain plug on the…
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how many quarts does a 48re hold
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- Summary of article content: Articles about how many quarts does a 48re hold Goerend Trans. Pan: holds approximately 17 Quarts. (give or take a quart). Pour in 8 quarts. Before you start the truck, then start … …
- Most searched keywords: Whether you are looking for how many quarts does a 48re hold Goerend Trans. Pan: holds approximately 17 Quarts. (give or take a quart). Pour in 8 quarts. Before you start the truck, then start …
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48RE Transmission Capacity [Archive] – DieselRam.com
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- Summary of article content: Articles about 48RE Transmission Capacity [Archive] – DieselRam.com 35 quarts were used and that was the lowest system out there. A regular filter and flu change is about 5 quarts (get 6, it varies) and should … …
- Most searched keywords: Whether you are looking for 48RE Transmission Capacity [Archive] – DieselRam.com 35 quarts were used and that was the lowest system out there. A regular filter and flu change is about 5 quarts (get 6, it varies) and should … 48RE Transmission Capacity, diesel, dodge,cummins,ram,pickup,5.9,6.7,turbo,advice,help,forum,bbs,discussion[Archive] 48RE Transmission Capacity Archive: Technical Info: 3rd Generation
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48RE Transmission Capacity [Archive] – DieselRam.com
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- Summary of article content: Articles about 48RE Transmission Capacity [Archive] – DieselRam.com How much is mopar atf +4 at the stealership? Full list price is $8.75/ quart. Pan bolts- 125 in/lbs. Filter bolts- 35 in/lbs …
- Most searched keywords: Whether you are looking for 48RE Transmission Capacity [Archive] – DieselRam.com How much is mopar atf +4 at the stealership? Full list price is $8.75/ quart. Pan bolts- 125 in/lbs. Filter bolts- 35 in/lbs 48RE Transmission Capacity, diesel, dodge,cummins,ram,pickup,5.9,6.7,turbo,advice,help,forum,bbs,discussion[Archive] 48RE Transmission Capacity Archive: Technical Info: 3rd Generation
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how many quarts does a 48re hold
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- Summary of article content: Articles about how many quarts does a 48re hold 122.00. 268 RBI (Dana 60) (4). 2.80. 46.00. Engine Oil. Liters. Quarts. 3.7L Magnum V6 … 48RE 4-Speed Automatic Service Fill. …
- Most searched keywords: Whether you are looking for how many quarts does a 48re hold 122.00. 268 RBI (Dana 60) (4). 2.80. 46.00. Engine Oil. Liters. Quarts. 3.7L Magnum V6 … 48RE 4-Speed Automatic Service Fill.
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Frequently Asked Questions
There are 3 basic places to install a temp sender for the transmission; the transmission pan, front cooler line, or one of the transmission case pressure tap ports. There are pros and cons to each location. Many people like to install the sender at the front cooler line. This location will give you the temperature of the fluid coming out of the converter and will be the highest temperature you will see from the transmission while in the fluid coupling mode. On the 1994-1995 transmission, there is a temp sender already in the front line that gives information to the transmission computer so it will not let the transmission go to 4th or lock the converter clutch until the transmission and engine are warmed up. At approximately 70° it will take approximately ½ mile of driving before the computer will command a 3-4 or lockup shift. At approximately 30° it will take about 31/2 miles before it is warm enough for the 3-4 lockup and if the ambient temperature is negative, it can take more than five miles. If you have a 1994-1995, this sender must stay in the line. If you are going to install a gauge sender in this line you must make a manifold to install the second sender. The original sender must be in contact with the fluid, taped to the line is not good enough. One problem with a manifold set up for the sender is that it adds weight. That, coupled with vibration could crack the line and cause a leak that you would only see when the engine is running. 90% of the heat in a properly operating automatic transmission comes from the torque converter fluid coupling. The fluid coupling is when the drive fan of the converter is blowing oil at the driven fan. Once the converter clutch locks the fans together, the power is transferred to the input shaft. Because the fluid is not being used to transfer the power while in lockup, no heat is transferred to the fluid. The more efficient the fluid coupling is, the cooler it will run while moving. An efficient converter will run hotter when you are in gear but not moving. This is because when not moving, the impeller is still moving with the engine and trying to transfer the power to the turbine. If the turbine is stationary, as would be while at a stop sign, the power has no place to go but into the fluid and out to the cooler as heat. On the other hand, when you are up to speed and the converter clutch locks the both fans together, you are now transferring 100% of the power to the rear wheels and the power will be transferred to the rear wheels. When the lockup occurs you would see an immediate drop in fluid temperature of about 20°. Normal temperature of the transmission fluid will fall in the area of about 100-280° depending on where you check it.
Pros for the cooler line location are that you will see the full range of temperature. Normal temperatures when monitored at the front cooler line would fall in the range of about 140-280°. While watching the temperature at the front cooler line, you can instantly see the temperature climb if you are pulling a heavy load. You can also see the temperature fall almost instantly when you back off the throttle and you can also tell that the converter clutch was commanded to lock because the temperature will drop instantly even when under heavy load. Cons of the cooler line location, and one of the reasons I prefer the sender in the pan, is because if you are monitoring the gauge this closely, your eyes will not be on the road. This is a very active gauge when the sender is in the front cooler line. The sudden and extreme range of temperature you will see can make one nervous even though they are well within the norm at this location. Just the opposite is true if you install the gauge in one of the pressure ports of the transmission case. The fluid at any of these test ports is stagnant oil, once the oil gets to the test port, it is at a dead end and is no longer circulating. At one of these locations, we will actually be reading the temperature of the transmission case. These locations take the longest to get a reading, and by the time you see a reading above 200° the converter temperature was probably around 250-270° for quite some time because it takes a while for the heat to radiate into the case and once the fluid cools it will also take a while for the case temperature to drop. At this location expect to see normal temperature range from about 140-190°. Pull over if the temperature reaches above 200°.
Pros for the pressure test port location would be ease of install and multiple locations to use. Cons for these locations would be slow gauge reaction time. We also need to make sure the sensing tip of the sensor is not too long and bottoms out before you have the sensor tight. We do not recommend these locations.
We like to install the temp sender in the transmission pan. The gauge will react quick enough to save the transmission form over-heating and yet the gauge won’t be so active that it would make one nervous about temperature extremes. The normal temperature range you would see will be about 140-200°. If the transmission temperature gets above 200° we would want to get the engine RPM above 1,500. Fluid that is cold does not move very quickly through small passages, like the small passages in the valve body. Fluid that is too hot is hard to pump because it is too thin. Fluid at 230° does not hurt the seals, gaskets, or clutches, but because it is so thin it is hard for the pump to maintain enough flow so the valve body can maintain enough pressure in all the circuits. At approximately 200° in the transmission pan, even a good pump will have a hard time flowing enough fluid to satisfy all the circuits when the pump RPM is below about 1,300. If the pump can’t maintain the volume of oil and the pressure regulator valve cannot maintain good pressure, the clutches and bands will slip. The cooler flow and pressure will also be lower and this will escalate the heating problem. This can easily be seen on the transmission dyno where we can monitor transmission temperature, clutch pressures, cooler pressures and volumes. Even with hot fluid above 200° these pressures and volumes come back to normal when we bring the RPM close to 1,500. With 4.10 gears this is not a problem because the engine RPM will not be around 1,500, but with 3.54 gears you can easily be at 60 MPH or lower with the converter locked up and the engine RPM could be around 1,500 depending on tire diameter, of course.
For the above reasons, we do not like to get the converter stall too low. If someone wants an extremely low stall converter and they are going to do a lot of snow plowing, the engine and customer may like the low RPM but if you are working things especially with the converter clutch unlocked at low RPM, the pressure and cooler flow may suffer.
Chrysler 47RE & 48RE Transmission • Problems & Solutions
Introduction:
The Chrysler 47RE and 48RE beckon back to the 727 TorqueFlite transmission of the 50’s and 60’s. It is one of the eldest living dinosaurs in the transmission community and despite its many advancements into the future, is simply based on a very old unit. As a result, this brings both blessings and curses; of which we will analyze in this article.
It’s no secret that the 47RE and 48RE transmissions can be prone to countless issues. However, and in benefit, it can also be one of the most capable transmissions once built. It is for this reason that the 47RE/48RE are fertile platforms for creating a long-lasting, high quality transmission.
Note: These are 2 incredibly similar transmissions that are almost identical of one another, hence we will combine them into one publication. They also share a common application chart which is featured below:
Logically, they are not this in factory form. In fact, it is exceedingly probable that your factory 47RE or 48RE will not survive much more than the first 100,000 to 150,000 miles of its life, depending on your use and maintenance.
In short, this is a transmission that was built to suffice the warranty period of the vehicle, and not much more. This leaves tremendous room for aftermarket engineering to take place, and big solutions to big problems to be created.
Chrysler 47RE Product Resources:
– 47RE Transmissions
– 47RE Torque Converters
– 47RE Rebuild Kits
– 47RE Valve Bodies
– 47RE Parts
Chrysler 48RE Product Resources:
– 48RE Transmissions
– 48RE Torque Converters
– 48RE Rebuild Kits
– 48RE Valve Bodies
– 48RE Parts
Popular Transmission Information Resources:
– Top 5 Benefits of an Upgraded or Built Transmission
– Calculating Torque Multiplication Factor, Why is it So Important?
– Top 5 Ways to Extend the Life of a Factory Transmission
Do I have a 47RE or a 48RE?
It should first be noted that the 47RE came into existence in 1995 for the 1996 model year, fitting into the 12-Valve Cummins of the time. In 2003, the 47RE was insufficient for the torque of the common-rail motor and hence the 48RE began standardization in the High Output variations of this motor. Production with the 48RE Carried until late 2007, where it was changed in lockstep with the 5.9L motor for the larger 6.7L motor and adaptive 68RFE (See below) or AS68RC transmissions.
For customers with a 2003 who are unsure of which they have, they can use either of the two methods below:
– Reference your VIN number, if the 8th digit is a 6, it’s a 47RE. If it’s a C, it’s a 48RE. This number recognizes the difference between a Standard Output and a High Output, affirming which transmission the truck would have in most cases. One should visually inspect as well to be most confident.
– Alternatively and as mentioned above, perform a visual inspection. A 47RE featured a 3-Prong Neutral Safety Switch whereas the 48RE featured a 5-Prong Neutral Safety Switch. This is the transmission sensor on the driver side closest to the bell housing.
What are the differences between the two?
The differences between the two are primarily in geartrain and hydraulics. Parts like servos, accumulators, pans and shafts are not different. However, later model 48RE’s has more robust 6-Pinion Planetaries that were made of steal, as opposed to the aluminum 4 or 5-Pinion units of the past.
Also, some of the valve body’s oil geometry was modified when transitioning from the 47RE to 48RE, primarily because of the computerization of shift scheduling in the 48RE. The 47RE shifted based on automated pressure readings and was simpler to control.
It is for this that any 48RE being built as a “Full Manual Valve Body” configuration must use a 47RE Valve Body or earlier as the core. The 48RE does not possess the proper oil configuration to facilitate manual shift behavior correctly.
Lastly, the torque converters internal structure is different, having an additional sealing ring in place in the 48RE. It should be noted that a 48RE converter will drop in and function on a 47RE directly, but NOT the other way around. That stated, we will now address the problems that these two archaic transmissions possess as well as practical solutions to resolve their inferiorities.
Problem #1 – The Torque Converter
The 47RE and 48RE have a virtually identical torque converter; suffering from the same benefits and ailments as one another. In short, this torque converter suffers from multiple different inefficient design flaws that contribute to probable failure early in their life.
One is stall speed, the stall speed of this torque converter is too high for most. In fact, about 80% of the torque converters we sell for the 47RE and 48RE are lower than factory stall speed. It’s simply what most people prefer after doing their research, or talking to a buddy.
Note: Need more info on torque converter stall and how it effects transmission behavior? Check out our Transmissions 101 on Torque Multiplication Factors and how to calculate yours!
Stall speed is controlled by the stator, a critical part of the turbine system found inside the torque converter. Machining this component down, in effect to open up the fins, brings stall speed down. Doing the opposite, in effect to add resistance as oil attempts to travel through the stator under pressure, increases stall speed.
In addition, it simply lacks the surface area necessary to properly engage when commanded and safely sustain the torque of the motor. Naturally, this becomes more dangerous as power or towing capacity grow.
Culminating the converter’s many ailments is a low quality, cast apply piston. We have discovered that this apply piston deflects during application of the converter clutch over time. This makes it imperative that the lockup assembly is comprehensively upgraded during this process.
Products like our “Formula One” 48RE Billet Triple Disk Torque Converter encompass all of these upgrades and more, in one and are excellent options for someone seeking to upgrade their torque converter for any application.
Problem #2 – The Oil Pump
Both of these transmissions have a mostly common oil pump design. Although these 2-Gear oil pump designs are generally reliable, they are prone to some complications. These pump gears are made of a rather soft metal that tends to wear excessively over time.
When it does, the transmission begins to lose pressure at its highest point. Alternatively, the pump is often salvageable during the rebuild process and simply needs basic remanufacturing and placement of basic updates in most cases.
Occasionally, the oil pump will disproportionately accumulate pressure on one side, pushing the gear towards the opposite side. Once this happens, wear is accelerated and oil reversion at high pressure begins.
Problem #3 – The Input Shaft
The 47RE and 48RE input shaft are identical, although the stator support of the pump is different. The input shaft however, likes to fail in excess of 500HP or when frequently used for boosted launches and early lockup’s.
There are multiple different options for a billet input shaft. For most up to 1000HP, a 300M Billet Input Shaft is ample. For above and beyond, AERMET is about 35% greater in tensility and yield.
Alternatively, the Santjer Performance Development Input Shaft and Stator Support is best for those seeking immense power levels. Another common alternative is the 47 Spline “Fat” Input Shaft.
These Input Shafts are modeled off the 68RFE and are convex in shape, creating a bottleneck of oil as it attempts to exit the converter. The SPD Input Shaft is the only input shaft that is larger than the OEM input shaft while also addressing this critical ailment.
Problem #4 – The Intermediate Shaft
The Intermediate Shaft of these 2 transmission is identical, and rather sturdy. It is generally safe up to about 700HP, but after that, should be replaced with a 300M alternative. 300M Intermediate Shafts tend to be safe reasonably past 1200HP.
For customers seeking an extreme alternative, Maraging Steel is a more advanced metal that can be used in the manufacturing of this shaft, and will hold the highest achievable numbers for this transmission.
Problem #5 – The Output Shaft
The 47RE and 48RE output shafts are massive failure points for those who like to perform boosted launches, and are a must for any “play” build. There are 2 different output shafts available on these transmissions; predicated upon if the transmission is 4WD or 2WD. 2WD output shafts are easier to break due to how long and unsupported they are, but can be made of billet.
Note: Due to how large the 2WD output shaft is, it is more expensive to make from a billet material. In fact, a 2WD Billet Output Shaft is about $900 more.
As for 4WD output shafts, there are 2 options for upgrade. One is for standard sized output shafts, being only 23 spline. This is advantageous for applications in excess of 1000HP and also does not necessitate any transfer case modification.
For peak power capability, 29 spline output shafts modeled after the larger 68RFE output gear hub can be used. This is especially beneficial to 68RFE owners swapping to the 48RE, as it makes the transmission spline directly into the transfer case itself, assuming you have an NV273 transfer case.
Problem #6 – The Valve Body
The 4 speed TorqueFlite’s valve body has changed slightly over the years, but has maintained the majority of its general design structure. There are a few immediate issues with this valve body that present complication for all applications.
First of which, they are incapable of safely producing more than about 170lbs of line pressure safely without producing governor pressure codes. This is because the governor pressure system of this transmission uses control and return voltage as well as a transducer to help coordinate shift dynamics, and when it sees too much governor pressure and cannot properly adjust, it will present a code or “pop” the sensor/transducer.
There are also multiple valve or contact related related leak-points in this valve body that are resolved through machining during the valve body remanufacturing process. There are countless talking points associated with this specific components failure, hence, we would encourage you to watch our High Quality and informative 47RE and 48RE Teardown + Buyer’s Guide video or check out our Formula One Valve Body for the 47RE or 48RE!
Problem #7 – The Bushings
As we’ve made a talking point in the past, “babbitt” material bushings are simply an outdated technology that is linked to poor longevity. Babbitt bushings wear out over time due to their soft and consumable nature. The most responsible and cogent way to upgrade the bushing system of the transmission is to replace them with much stronger Bronze material bushings.
The incentive is that Bronze bushings simply outlive the babbitt material bushing many times to one. For anyone seeking a long-lasting “once and done” upgrade, bronze bushings are imperative. It should be noted that all of our 47RE Rebuild Kits and 48RE Rebuild Kits include Bronze bushings standard, just like our transmissions.
Problem #8 – The Electronics
The 47RE and 48RE are one of the rare scenarios where deviation from the OEM electronics can make sense. The only place this should be considered is the governor pressure system, all other electronics on the unit should be replaced with true OEM replacements for maximum reliability; as is done in all of our built 47RE and 48RE transmissions.
When speaking about deviating from OEM, the 2 electronics designed to be changed as such are the governor pressure sensor and governor pressure transducer. Both of which respond negatively to increases in line pressure and suffer from poor longevity.
A high performance transducer consisting of stronger copper windings that withstand higher voltage more safely is a must, as well as a governor pressure sensor that is up for the job. It is common to convert to the Allison Style Governor Pressure Solenoid. This is a very affordable way to prevent this failure in the future, when coupled with a new transducer. This is also spoken about in our 47RE/48RE video linked above.
Problem #9 – The Intermediate Band
When it comes to longevity, this may be the biggest problem of them all. The OEM 47RE and 48RE band is a very low quality, soft metal with a paper thin friction lining. It’s highly flexible and the only thing keeping the paws for the strut and anchor in place are small little rivets. An OEM banned where the paw had snapped off is pictured below.
Bottom line, not safe. They stretch, until they physically can’t apply anymore, generating poor shift quality into and out of 2nd gear. In fact, it should be noted that you never actually have to adjust this band. If at any point you do, it’s often because the band is out of friction material.
A much more reliable (and expensive) band is the original 727 style rigid band. These bands are dramatically more reliable, up to about 800HP. We prefer this style of band for all applications, but differentiate between 2 different band designs; one for extreme performance, one for stock to high performance and maximum longevity.
A final ailment that should be noted is that when the band runs out of friction material, it begins to eat at the drum. This is similar to how brake shoes will eat the outer brake drum after becoming excessively worn. To prevent this, do not allow an OEM flex-band to exceed 120,000-150,000 miles!
This is an expensive fix and can be easily prevented through timely internal maintenance. Trucks with added power, large tires or rigorous applications can expect to be on the shorter end of that longevity spectrum.
Problem #10 – The L/R Sprag
This is one of the less spoken about issues. The reason you don’t hear about this much, is because it seldom actually breaks in most applications. The customer that breaks a L/R sprag is the customer that has an automatic configuration to their valve body, yet likes to boost launch in first gear.
The logic behind this is that the sprag gyrates in an unsafe fashion that can cause it to crack or come apart. Bolt-In Sprags prevent this concern, and are standard on products like the Race 48RE w/ Formula One Torque Converter. This is because we wholly anticipate customers with products such as that to be using them for their intended purpose, and are built and up-armored accordingly.
Problem #11 – The Filtration
There is tremendous misconception about the market that the earlier 47RE “open” style filter is more reliable than the later metal filter. We have studied this to the furthest of our ability and have found simply no conclusive data to suggest this is true.
In fact, we discovered that the later style metal filter was designed as an update to the older open style filter. Mopar had multiple warranty calls when the 47RE was new that were traced to trucks being on tall inclines or declines and oil was not able to properly travel through the filter due to the location of the sump inside the filter.
Furthermore, the metal filter can “suck” oil much more safely, without presenting the trepidation of cavitation as is logically concerning with the previous design of filter. An updated OEM anti-cavitation filter should be part of any rebuild or valve body swap.
Problem #12 – The Oil Pan
Although not a huge detracting factor, it should be noted that the OEM oil pan is low in volume, dismally weak in strength and contributes to sustained higher operating temperatures; an obvious negative. It is for this that most install an affordable 4 Speed TorqueFlite Deep Pan.
It should be noted that these pans will fit any year of 727 with adequate ground clearance. Most diesel trucks do not mind this, but we must remember that this transmission has been used in countless things since the dawn of time, even the Dodge Viper of it’s time!
Problem #13 – The Lever, Strut and Anchor
The Lever, Strut and Anchor are 3 parts that work in conjunction to apply and release the intermediate band during the appropriate shifts. The issue is that the heavier the truck, and the more line pressure the valve body can capacitate, the more stress these parts experience.
As power levels and trailer weights increase, these can crumble and leave the truck immobilized without internal repair. Needless to say, this is something worth avoiding at all costs. Using a billet lever, strut and anchor is a safe solution to nearly any power level.
Some often ask about the “apply ratio” of the lever. We have studied this and discovered that 5.0 is the only one to avoid, and 4.2/4.4 yield similar results. This number signifies loosely how long the lever is and has a direct impact on shift timing. Many with build transmissions donning the 5.0 ratio lever report a “surge” going into 3rd gear, another reason we do not use 5.0 ratio levers.
Problem #14 – The Servos
The 47RE and 48RE both have 2 servos that full with oil to move apply levers; one is for reverse, one is for the intermediate band. They fail the same way, and henceforth will be included together here.
The intermediate and reverse servo are cast from the lowest quality aluminum possible, and tend to crack under application. Once they crack, they can no longer hold oil, causing a debilitating crossleak that doesn’t allow any oil to generate pressure at the servo. This leaves the corresponding band out of commission, and likely damaged from trying to apply without adequate pressure.
To resolve this, billet servos should be used in place of the inferior OEM servo designs. In addition, there is an update to provide a seal to the intermediate servo shaft, preventing crossleakage at the infamous portion of the servo where the face slides onto the shaft. Being aware of this helps us prevent high mileage 2nd gear failures in our build 47RE and 48RE transmissions.
Problem #15 – The Accumulation System
The 47RE and 48RE both have very straightforward accumulation systems. They bear only one piston for the 3-4 upshift, and one for the 1-2 upshift. The 3-4 piston is smaller and inside the valve body, hiding behind a backing plate. The 1-2 piston is harder to access, residing in the case between both servos.
To absolve the concerns associated with these pistons, it is most logical for one to replace them with billet alternatives. Beyond that, aftermarket pistons feature more/better seals, preventing crossleakage from robbing you of longevity or power capacity. This makes the accumulators a critical part of how the 4 Speed TorqueFlite operates.
Problem #16 – The Flexplate
Flexplates are always a topic of discussion because their purpose is so frequently misunderstood. As the converter rotates at tremendous speed, it generates immense amounts of internal converter pressure. This is why some converters “balloon” under high stress.
The flexplate’s critical task is to absorb this stress by traveling forward and backward in an axial fashion, flexplates that are TOO sturdy to flex take this critical benefit away, relegating the stress to the pump and converter.
Granted, flexplates also break. The solution is not a stock flexplate, nor a 40 pound flying saucer. The solution is a reinforced Steel or Billet SFI approved flexplate, designed for added power without being unnecessarily rigid. At Next Gen, practicality and longevity are every bit as important as the power figure. As a result, understanding advanced concepts like this become critical.
Problem #17 – The Forward Clutch Drum
The forward clutch drum has two primary issues. One is that the clutches are insufficient for most applications, causing it to die prematurely. The other is due to cracking of the aluminum rear clutch retainer.
Resolution of the clutch problem is rather easy, higher quality clutches and steels along with a billet backing plate provide all of the added torque capacity and other safety measures necessary for this clutch pack to succeed.
Cracking of the retainer is a different problem, but to fix it, we must understand why it happens. In first gear, the forward clutch pack begins to rotate at the speed of the motor. Centrifugal inertia is the physical force that now acts against the rear clutch retainer as it spins.
The end result is crackage from the aluminum being too weak to withstand repeated heat cycles and high speed rotation. CNC Machined Billet Steel alternatives such as the Billet 4 Speed TorqueFlite Rear Clutch Retainer are necessary for ultra-high performance applications.
Problem #18 – The Direct Clutch Drum
Failing for different reasons than the forward clutches, direct clutch drums fail due to insufficient clutch capacity and a very weak cast aluminum piston. When the direct drum fills with oil, this aluminum piston (made of the same low quality aluminum as the servos) can crack.
This causes the same type of failure as cracking a servo, or any other oil dam within the transmission. In addition, adding a clutch can be performed very safely by machining down the backing plate and using a slightly shorter apply piston. This yields a notable increase in torque capacity.
Problem #19 – Overdrive Direct
Like other clutch packs, the friction element quality is low, leaving great room for reliability woes in the overdrive direct clutch pack. However, in this clutch pack, there is an added point of contention.
In the Overdrive Direct, the snap-ring that holds the clutch packs backing plate in place likes to break, often being found in the bottom of the pan. This is a considered a catastrophic failure and simply necessitates an entire rebuild whenever seen.
These pieces of snap ring can find their way into gears, orifices and more. A thickened updated snap ring removes this concern and keeps the clutch pack safely in place for years to come. This can be a daunting failure because the transmission will often continue to run after this specific failure presents, making it hard to identify until it’s too late for many, as can be seen below.
Problem #20 – Overdrive Brake
The previous clutch packs of the 47RE and 48RE have had common issues with insufficient clutch capacity or clutch quality, and Overdrive Brake is not different. This clutch pack tends to burn itself out in upper gears due to this.
Replacing these clutches and steels with aftermarket upgraded alternatives is generally all that needs to take place here, aside from proper remanufacturing practices. High quality clutches will survive most power levels in this part of the transmission with minimal concern.
Conclusion:
The 47RE and 48RE were never originally designed to be used in large diesel trucks, but rather inflated to “make it work.” As a result, we were left with transmissions that simply could not safely capacitate the goals of the market. But, all hope is not lost for this unit.
In fact, with adequate investment, time and understanding, the 4 Speed TorqueFlite can be one of the most reliable transmissions on the market. If you have any further questions about upgrading your unit or building the right transmission for you, click here or call in and speak to one of our experts!
Dodge 48RE Transmission Specs & Ratios
Chrysler’s strength designation of the 48RE is an “8” on a scale of 1 to 9, although this designation is arbitrary and meaningless unless comparing the relative strength between two or more Chrysler drivetrain products. The 48RE automatic transmission features an actual input torque rating between 560 and 570 lb-ft of torque. Meanwhile, the standard Cummins Turbodiesel peaked at 610 lb-ft by the 2005 model year. As a result, the 5.9L Cummins was designed to detune itself when necessary to promote transmission longevity. The engine will produce its peak 610 lb-ft torque, but only in instances when accessory load brings the actual engine torque output (at the crankshaft) into the 570 lb-ft range. In all other cases, the engine will detune to roughly 570 lb-ft under full load. The limits of the transmission are quickly realized in the presence of performance enhancing modifications such as electronic tuning devices.
The transmission features a “Tow/Haul” setting that is activated via a shifter mounted switch. The 48RE’s Tow/Haul function is not necessarily a “smart” function such as those found on modern engine/transmission combinations with integrated exhaust brake technology and vehicle speed management systems. When the Tow/Haul setting is activated, torque converter lockup is engaged and the transmission shift schedule eliminates overdrive (4th gear) upshifts, thus direct drive (3rd gear) becomes the final available drive gear. Towing significant weight in overdrive is not recommended, as drive wheel torque is reduced and the load placed on the transmission can contribute to reduced longevity.
Chrysler 48RE Ratios
1st 2nd 3rd 4th R 2.45 : 1 1.45 : 1 1.00 : 1 0.69 : 1 2.21 : 1
Chrysler 48RE Specs
Transmission: Chrysler 48RE Type: 4 speed automatic OD transmission Predecessor: 47RE Model Years/Applications: 2003 – 2007 Dodge Ram 2500/3500 Case Material: Aluminum Max Input Torque: 560 – 570 lb-ft (Chrysler strength designation “8”) Weight: ~248 lbs ATF Type/Spec: ATF+4 automatic transmission fluid Fluid Capacity: 14.5 – 16.5 dry fill capacity, approx 4 qts service refill capacity Transmission Filter P/N: MOPAR 52118789, WIX 58613 Service Intervals: Replace transmission fluid, filter, and adjust bands every 30,000 miles. Features: • Adaptive shift schedule technology
• Integrated Tow/Haul function
• Electronically controlled governor pressure
• 48RE – 4 speed transmission, “8” Chrysler strength designation, Electronically controlled governor pressure
The 48RE is designed to run at a transmission fluid temperature at or near 200° F, although temperature spikes well beyond this are common while towing, especially in overdrive where transmission load is high. If transmission fluid temperature exceeds 260° F the PCM will engage the torque converter clutch and force a 4th to 3rd downshift in order to reduce the load through the transmission. When this occurs, the transmission will not command a 4th gear shift until the fluid temperature has been reduced to 230° F. Additionally, the PCM will prevent torque converter clutch lockup and 3rd to 4th upshifts when the transmission fluid temperature is below 50° F in order to reduce engine and transmission warm up time. A deep dish transmission pan and heavy duty transmission cooler are somewhat common upgrades for 48RE owners in order to keep transmission fluid temperatures reasonable while towing – reoccurring excessive transmission fluid temperature can greatly diminish transmission life.
The 48RE features four shift schedules, technically known as governor pressure curves. Governor pressure is electronically controlled relative to engine speed and is used to command upshifts and downshifts according to engine speed and load. The four schedules are as follows:
Transmission fluid temperature at or below 30° F – Shifts are delayed and the engine is allowed to rev higher to help the engine and transmission reach normal operating temperature in less time. Shifts are typically harsh while this schedule is in effect.
Transmission fluid temperature at or above 50° F – The transmission’s normal adaptive shift strategy is in effect. The adaptive strategy is a dynamic shift schedule that commands upshifts and downshifts based on various operating conditions, including engine speed and load.
Wide open throttle (WOT) – At WOT, upshifts are originally commanded by the PCM at predetermined optimal engine speeds. The PCM perpetually learns and creates an optimal WOT upshift schedule based on the time required to complete a shift at a given engine speed/load compared to the desired preprogrammed values. The WOT shift schedule is therefore adjusted routinely based on the outcome of transmission shift events.
Transfer case 4 wheel drive low engaged – In order to compensate for inherent accelerator pedal sensitivity in low range (resulting from significantly higher engine torque multiplication through the drivetrain) the PCM will command upshifts much sooner when the transfer case is placed in low range.
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