42RLE Valve Body 2003-2006, remanufactured and ready to install. Fits the 42RLE. Ships fast from the USA.
If your 42RLE is shifting harsh, flaring between gears, slipping, delaying engagement into Drive or Reverse, or has gone into limp mode with a stored pressure or solenoid code, the valve body is the most common point of failure on this family of Chrysler automatics. This is a remanufactured 42RLE valve body built for 2003-2006 applications, bench-ready so you install a known-good unit instead of chasing the fault piece by piece.
The 42RLE is the rear-wheel-drive derivative of Chrysler's 41TE/A604 Ultradrive family and shares its hydraulic logic: the valve body is the transmission's hydraulic brain, routing line pressure through precision bores and spool valves to apply each clutch and band, while the shift and pressure-control solenoids it carries let the computer time every shift. When the bores wear or a solenoid starts to stick, the computer loses the ability to control pressure and timing accurately, and the symptoms show up immediately in how the unit shifts.
Chrysler's Ultradrive family tracks wear with a Clutch Volume Index value stored in the transmission control module - a rising CVI on a given clutch is the computer's own record of how much that clutch has worn, and ATRA's technical bulletins use CVI ranges as a diagnostic reference for this exact platform. Scan for codes and note which clutch or shift is affected before ordering. Our 41TE/A604 Ultradrive problems guide walks through limp mode causes, CVI readings and the solenoid switch valve wear that affects this family, and our slipping under load guide covers the line-pressure and clutch-circuit faults that mimic a bad valve body.
This listing is built for the 42RLE for 2003-2006 applications. Chrysler ran this platform through several revisions, so match your casting marks, connector count and solenoid layout against the photos before ordering, or send your year and VIN so we can confirm the exact revision. The full 41TE/A604 and 42RLE parts collection has everything else we stock for this family.
Change the fluid and filter at the same time as the valve body swap so debris from the old unit does not circulate into the new one, and use Chrysler ATF+4 only - this platform does not tolerate a generic Dexron substitute. Torque the valve body bolts in sequence to spec rather than corner to corner, clear codes after the swap, and run the TCM's adaptive relearn so the computer re-times clutch fill against the new unit instead of the worn one. If your original complaint was centered on line pressure or a single solenoid code rather than a full shift-quality problem, a 41TE pressure control solenoid paired with fresh fluid can be the cheaper fix; if you are rebuilding the whole unit around this valve body, the A604/40TE/41TE master rebuild kit covers the frictions and steels at the same time.
| Fits | 42RLE 2003-2006 |
| Part type | Valve Body |
| Condition | Remanufactured |
| 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.
It fits the 42RLE for 2003-2006 applications, but Chrysler ran this platform through several casting and connector revisions, so match your casting marks and connector count against the photos, or send your year and VIN to confirm before ordering.
Harsh or flared shifts, slipping or a missing upshift, torque converter clutch slip or shudder, delayed engagement, and limp mode with a stored solenoid, pressure or ratio code.
Chrysler ATF+4 only. This platform does not tolerate a generic Dexron substitute, so use ATF+4 when you refill after the swap.
Yes - clear any stored codes and run the TCM's adaptive relearn so the computer re-times clutch fill against the new valve body instead of the worn one.
A rising Clutch Volume Index tracks wear on that specific clutch, which is a mechanical wear signal rather than a valve body fault on its own. If the rest of your shifts are otherwise normal, check the clutch and seal wear before replacing the valve body.
Fresh ATF+4 and a filter change at minimum. If your complaint was a single stuck solenoid or low line pressure rather than a full shift-quality problem, a pressure control solenoid can be the cheaper fix instead of the whole valve body.
