Replaces the failed 42RLE solenoid block and speed sensors on Jeep Wrangler, Liberty and Dakota to clear limp mode and a missing 3-4 upshift.
When a Jeep Wrangler TJ or JK, Jeep Liberty, Dodge Nitro or Dakota with the four-speed 42RLE drops into second-gear limp mode, will not make the 3-4 upshift, or cycles the converter clutch on and off, the solenoid block is the first suspect. This is a remanufactured block sold under OE number 5143151AA (also cross-referenced as 04800171AA), and it comes with the input and output speed sensors already installed, so you are not reusing tired sensors from the old unit.
The 42RLE uses clutch-to-clutch shifting with no bands, so the controller has to apply one clutch at the exact moment another releases. The block is the electro-hydraulic pack that sits on the valve body inside the pan. Its solenoids route oil to the clutch circuits, and its pressure switches confirm each apply to the computer. Units built with variable line pressure also rely on a line pressure solenoid and sensor; Transmission Digest notes that on the 42RLE-VLP, first and second run around 135 psi and the computer drops line pressure to about 85 psi after the 2-3 shift, then lower again once the converter clutch locks. When the computer cannot see the pressure change it expects, it sets a code and goes to limp mode.
Check fluid level and condition first; dark, burnt ATF with clutch material in the pan means the problem is mechanical. On a VLP unit with P0869 (line pressure too high), Transmission Digest lists five possible causes, including the solenoid, the pressure sensor and its wiring, the pressure regulator valve and the controller itself, so do not replace parts on that code alone. Codes for TCC or switch valve faults can come from a worn solenoid switch valve bore in the valve body rather than the block; our Ultradrive problems guide explains that wear pattern and how CVIs separate clutch wear from electrical faults. For slipping under load, see the 41TE slipping-under-load guide.
This block covers the 42RLE in the Jeep Wrangler TJ and JK, Jeep Liberty KJ and KK, Dodge Nitro and Dodge Dakota, plus the rear-drive Chrysler 300 and Dodge Charger with the 2.7L. It is listed under OE numbers 5143151AA, 04800171AA, 92887A, 49618A, 44956, 61711 and 61936A. The 45RFE and 545RFE used in many of the same trucks take a completely different solenoid pack, so read the tag or number on your old block before ordering, or send us your year and VIN to check. Other versions, including the 5143155AA block, are on our 41TE/A604 and 42RLE parts page.
This is an in-vehicle job. Drain the ATF, drop the pan, remove the filter, unplug the case connector and unbolt the block from the valve body. Transfer the gasket and any retaining clips to the new block, inspect the case connector for burnt or pushed-back pins, and bolt it down evenly. Since the pan is off, fit a new filter and gasket; our 42RLE filter and pan gasket kit has both. Refill with ATF+4 only, clear codes and perform the quick learn with a scan tool, then road test through all four gears. Expect cosmetic marks on the remanufactured casting; the solenoids and sensors are what get tested and calibrated before shipment.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Both numbers are listed for this remanufactured 42RLE solenoid block, along with 92887A, 49618A, 44956, 61711 and 61936A. Match any of these to your old block.
No. The 45RFE and 545RFE use a different solenoid pack. This block is only for the four-speed 42RLE.
No. The input and output speed sensors come already fitted to this block, so you do not need to move your old ones over.
On variable line pressure 42RLE units, P0869 can also come from the pressure sensor or its wiring, a sticking pressure regulator valve, or a faulty controller. Check desired versus actual line pressure on a scan tool.
Refill with ATF+4 only, then clear codes and run the quick learn so the controller relearns clutch fill before normal driving.
Yes. It is a pan-down job: drain, drop the pan, remove the filter, unplug the case connector and unbolt the block from the valve body.
