being a master trans builder for 20 yrs I have been trying to join a few tranny forums to sell of some stuff cheap but yet I have to make multiple posts to get this done anywhere I join so far. SO I am open for all questions to get the posts I need to get the number up so can sell my stuff and it is cheap so will be helping a few guys out with some great deals. So ask away guys. I have been doing this most my life and have seen it all. So have a flare? a weird shift problem or wont to beef it up and what works and what is just fluff ask and I am your open book so I can get 25 posts in and post the stuff to sell. Just please do it so I can get posts and I will help all that ask and if dont know I work with 12 other guys I am sure one of us will get you where you need to be.

 

Well first of welcome to diesel bombers... Im just gonna ask, Ive got 254K on a 47RE Transmission never been rebuilt, but what are the true week points of these transmission have changed and adjusted the bands every 70K Still going strong had a bad ground and the TC was hunting but that was an easy fix..

 

Wow that is really good and fact u have kept up with it has been the reason. Typically the front band wears gets loose no one checks starts to slip clogs filter takes out the whole tranny. Othe big thing we see is the converter issues the hunting and slipping and converter clutch fails clogs the filter and same thing takes the trans out. I build around 5 a week where I work and put 3 sonnex valves in them for more durability and better shifts and converter clutch holding. A full flow manual valve for lube in park and neutral. A pressure reg that is also full flow and gives boost of pressure and converter spool valve that makes the clutch hold better and brings it on a little different for durability. I see factory band struts broken bent in the pans often also. For big power 900 plus lbs torque the input shafts snap off especially when using a billet triple disk converter where the sonnex billet input comes in handy. Also the filters behind the solenoids clog and cause shifting and pressure problems. That many miles I hope u have put all new ones in it once if not twice as the little screens clog easy. That is a biggie for shifting and pressure concerns. I keep them on hand as that important to keep clean and go to a better Borg Warner pressure reg to keep crap out of it causing resistance issues with powdered metal on the magnets giving it false readings. Other then that they are a beast.

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Oops it's early thought u said 48. On 47 the aluminum rear planet is also a weak point. Steel and 6 pinion on the 48. I have seen some factory ones break from alumin cracking.

 

from what I typically see for a mild to medium power build, an upgraded converter and valve body go a long ways for holding power...

for moderate to extreme: converter, valve body, flex plate, input and output shafts all need to be addressed. and definitely avoid shifting in lockup... that is the #1 cause of broken billet input shafts... people going to race and they let it shift with the converter locked with just absolutely slams the gears...

other than that it sounds like you are doing well with your trans...

 

Welcome to D.B. I have a manual trans, so the clutch is all I have had to replace so far.

 

I have seen trucks that two very heavy loads 5th wheel stuff break stock shafts twist them off clean at the drum. No shifting with converter locked but trucks that have banks kits high power stuff. We have had two at the shop past 6 months that let go leaving a traffic light just pop and both are two vehicles for companies that move cars across states. We don't see many drag vehicles but do see a lot of high modded 4x4 and tow vehicles. I dont do any kind of shift kits in them every core I get in seems to have a trans go kit and is blown to pieces. I just do the 3 sonnex valves and some get a reg spring kit. That goes a long way for holding power as we dyno our trans on house so I cn see what kind of pressure rise how much cooler flow is present at a given rpm also. So I can pretty much build these and others like e40d 4l80 4r100 to any spec by doing tricks I have come up with seeing actual pressures and flow in time on the dyno. So basically I know what works and what doesn't as I can load a trana to the point it fails and find the weak link. It is what we do to build the best we can for every application. We ship all over the us and over seas so our stuff has to work and know it will before it goes out as shipping can cost near the price of the transmission and that could kill a company eating shipping on stuff that won't work. So want to build something specific you won't find any where better than I can as I have proof and research behind it. So if I recommend it I know it will work for u and do what it should. Like having 50 years of experience. Pretty cool stuff for sure having all this at my job.

 

Awesome Reply, in all honesty I dont know If I have a 47 or 48 underneath the truck to muddy could not find the tranny plate..

 

you have a 47RE.

48RE didn't start till 3rd gen common rail engines...

 

Wondering , I have a 95 Ram/ Cummins .... will the shafts from a 47re fit in to a 47hr ?
Or should I locate a 47re and go from there ... I do intend on building 500 hp at wheels ... mostly for street , but it will also tow as well , I'm just wanting to do this right and not break anything... too expensive to screw around and blow money out my **** ...LOL

or should I just hunt for a 2wd 48 ?

My truck is 2wd ... almost for go to add that ..

 

To answer your question, I have some information that may be of some help. It is my understanding the the shafts are compatable, but I would contact Dodge to confirm. The concern may be in the stress capability since the 47RH was designed for a gas engine with less torque than the Cummins.

Looking through my records I found this information below that may be of some help. See what you think.

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The Dodge 47RH and 47RE heavy-duty automatic transmission

A heavy-duty four-speed Torquefliteฎ transmission designated 47RH was used on Ram 2500 and 3500 models with 8.0-liter V-10 or 5.9-liter Cummins Turbo-Diesel engines. It had a torque capacity of 450 lb-ft and supported trailer towing capacity up to 19,000 pounds GCWR - the highest ratings in the industry for a one-ton truck.

The 47RH included a torque converter with lock-up clutch, a hydraulically operated three-speed planetary transmission, and an electronically-controlled overdrive unit. Overdrive could be locked out with a button.

The 47RH transmission was created by upgrading the 46RH transmission and the overdrive unit. Base transmission revisions were:
• Input shaft enlarged 0.070-inches at the torque converter clutch oil feed hole
• Torque converter clutch oil feed hole shot-peened inside
• Pressure angle on spline between the intermediate shaft and the front planetary gear unit changed from 37.5 degrees to 30 degrees
• Fifth pinion added to the front planetary gear carrier
• Reverse band widened and changed from single to double wrapped configuration
• Reverse servo unit revised
Case casting and machining redesigned to accommodate internal changes noted above
Overdrive unit revisions included the following:
• Ninth disc added to overdrive direct drive clutch
• Output shaft governor shaft cross hole shot peened to increase fatigue life
• Output shaft selective annealing process revised to allow governor shaft cross hole to remain hard
• Governor drive key changed from semi-circular "Woodruff" to a 1/ 4-inch square to reduce stress on the shaft

As with previous Dodge truck automatic transmissions, a switch on the instrument panel allowed the driver to lock out overdrive when carrying or towing heavy loads.

The torque converter clutch engaged at highway cruising speed to improve fuel economy. The converter clutch was not previously available with the diesel engine. The V-10 and diesel versions of the transmission had unique shift schedules due to their vastly different torque curves.

The 47RH was replaced by the 47RE. (The 4 was the number of gears, including an overdrive; the capacity rating of 7; R for rear wheel drive ; and H for hydraulic control, or E for electronic control, though the substitution of “E” for “H” was more of a coding change than an engineering change). The primary difference between the two automatics appears to have been the name, since Chrysler press materials noted that even the 47RE had hydraulic shift control (other than the overdrive, which was electronically activated in both automatics).

The 47RH and 47RE were reserved for V10 and Cummins diesel engines.
Gear Ratios:
• 1st: 2.45
2nd: 1.45
3rd: 1.00
4th: 0.69
• Overall Top Gear Ratio:
o 2.57 with 3.73 axle ratio
o 2.82 with 4.10 axle ratio


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