44RE Pressure Control Solenoid, new other (see details) and ready to install. Fits the 44RE. Ships fast from the USA.
If your Jeep Grand Cherokee, Cherokee, Wrangler or Dodge Dakota with the 42RE or 44RE pulls away from a light in second, shifts 1-2 at a different speed every morning, or has a P1757 sitting in memory, the governor pressure solenoid is the first part to test. This listing is sold under the name pressure control solenoid, but the part itself is a BWD S9867 governor pressure solenoid, which interchanges with Chrysler 4617210, ACDelco 214-1768 and Echlin TCS602. It is new, old-stock inventory, so the box may show shelf wear while the solenoid inside is unused.
The 42RE and 44RE do not have an electronic line pressure solenoid. Line pressure is still regulated hydraulically, by the pressure regulator valve working against throttle pressure from the kickdown linkage. What the electronics control is governor pressure, the signal that tells the 1-2 and 2-3 shift valves the truck is moving fast enough to upshift. The S9867 sits in the governor body on the valve body and bleeds that pressure on command. The PCM runs it on a duty cycle through the ground side, and it works backwards from what most people expect: more on-time means less governor pressure. A sensor next to it reports the actual pressure, and once the vehicle is past roughly 40 mph the PCM stops modulating the solenoid and lets governor pressure run high to hold the upper gears.
Start with the scan tool and watch desired versus actual governor pressure. At a stop in Drive, actual should sit at or near zero; when you accelerate it should follow the target closely. If actual stays high at a stop, the solenoid is not bleeding pressure, but a warped or leaking governor body can do the same thing, so tee a gauge into the governor port to confirm. Sensor codes P1762 through P1764 point at the transducer rather than this solenoid, and remember the relay that feeds the governor circuit only runs with the engine on, so key-on, engine-off circuit tests mislead. The governor solenoid symptoms guide walks through the same governor system used on the larger RE units, and the RE valve body testing guide covers bore wear that imitates a bad solenoid.
The listing is for the 42RE and 44RE, the A500-family four-speed behind the 4.0L six, 3.7L V6 and smaller V8s in Jeep and Dodge Dakota/Durango applications. The 4617210 solenoid number is shared with the A518 family as well, so the same part also turns up on 46RE and 47RE governor bodies. What changes over the years is the pressure sensor beside it, not the solenoid: earlier units use an oval-plug metal transducer and later ones a rectangular plastic sensor, and this listing includes the solenoid only. Compare your old solenoid against the photo and the 4617210 interchange, or send us your year and VIN and we will check it. The full A500-family lineup is on our 44RE parts page.
No programming is needed. If governor readings stay unstable with a new solenoid and a good sensor, the valve body itself is worn.
| Fits | 44RE |
| Part type | Pressure Control Solenoid |
| Condition | New Other (See Details) |
| Brand | OEM |
| Reference | S9867 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. The 42RE and 44RE do not use one. This is the governor pressure solenoid, BWD S9867, interchangeable with Chrysler 4617210. Line pressure on these units is set hydraulically.
No, the listing is the solenoid only. Reuse your sensor if it tests good, or choose one of our 44RE solenoid kits if you want the sensor and OD/lock-up harness replaced too.
If governor pressure stays above zero when you stop, the 1-2 shift valve stays upshifted and the vehicle launches in second. The PCM records that as P1757. A sticking solenoid or a leaking governor body are the usual causes.
It is unused, old-stock inventory. The solenoid has not been installed, but the packaging may show shelf wear from storage.
ATF+4 only. Chrysler specifies 35 in-lb for the governor body screws. Check the fluid level hot in neutral after the install.
No programming is required. Clear codes and drive through several stops so you can watch actual governor pressure settle back to zero at a standstill.
