42RLE Clutch Drum, used and ready to install. Fits the 42RLE. Ships fast from the USA.
If you have a 42RLE torn down on the bench and the input clutch drum came out cracked, scored or with chewed plate splines, this is the low-cost way to replace it. This is a good used 42RLE input clutch drum, also called the input clutch retainer, pulled from a running unit, inspected for tolerances and run through a parts cleaner. As the photo shows, it comes with the input shaft installed. It is the hard part only, so you supply the clutches and seals. People shopping for it usually drive a Jeep Liberty or Wrangler, a Dodge Dakota or Nitro, or a V6 Chrysler 300, Charger or Magnum and have a four-speed that slips, flares or lost reverse.
The 42RLE is the rear-drive member of the Ultradrive family and uses the same clutch-to-clutch design as the 41TE. There are no bands. Three of its five clutches are input clutches packed into this one retainer: underdrive, overdrive and reverse. The retainer is splined to the input shaft and turns at turbine speed, so it is the first rotating part converter torque meets. Underdrive is applied in first, second and third, overdrive in third and fourth, and reverse only in reverse. The other two clutches, 2-4 and low/reverse, are holding clutches and live in the case. A fault in this retainer can therefore spread across several gears at once, which helps when you are working out where the problem is.
Before the transmission comes out, read the clutch volume index for each clutch with a scan tool that supports it. ATRA describes the CVI as the volume of oil the controller learns it needs to apply each clutch, and that number climbs as a pack wears or its circuit leaks. A high underdrive, overdrive or reverse value with normal 2-4 and low/reverse values sends you into this retainer. Rule out low fluid and line pressure first. Our 41TE slipping under load guide walks through those checks, and the Ultradrive limp mode guide covers the solenoid faults that can look like slipping. With the unit apart, inspect your old drum for cracks around the piston bores, heat bluing, and notched lugs where the steels ride. Sonnax also notes that a worn input clutch hub bushing leaks underdrive oil and burns that pack, so check it before you blame the drum.
This listing is for the 42RLE four-speed. The 42RLE went into the Jeep Liberty and Wrangler, Dodge Dakota and Nitro, and V6 versions of the Chrysler 300, Dodge Charger and Magnum. The listing also mentions some Durango, Challenger and Ram applications; those only used a 42RLE with certain V6 engines, so check the tag on your transmission. It is not a front-drive 41TE minivan or sedan part, and it does not interchange with a 45RFE or 545RFE. No year is stated, and drum and shaft details changed over the years, so compare input shaft length, spline count, tone wheel teeth and any casting numbers against your old part before you install it. If you are unsure, send us the year and VIN and we will check it before it ships. If you need a dated version, there is the 2006 42RLE clutch drum, and the full family is on our 41TE and 42RLE collection.
Every used hard part we sell is covered by our 1-year warranty.
| Fits | 42RLE |
| Part type | Clutch Drum |
| Condition | Used |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. It is the input clutch retainer with the input shaft, as shown in the photo. Plan on new frictions, steels where needed, piston seals and sealing rings, which a 42RLE rebuild kit provides.
Do not count on it. The 42RLE is the rear-drive version of the family, and its input shaft and related parts differ from the front-drive 41TE. Match your old drum and shaft before ordering, or send us your year and VIN.
It holds the underdrive clutch for first through third, the overdrive clutch for third and fourth, and the reverse clutch. A problem here can show up as slipping in several gears or as a missing reverse.
ATF+4. Do not use a generic multi-vehicle fluid in place of it. After installation, check the level hot with the engine running and the selector in park.
Yes. Run the quick learn so the transmission controller resets the clutch volume values for the new clutches. Without it, the first shifts can be harsh or flare until the controller adapts.
