46RE Governor Pressure Solenoid, new and ready to install. Fits the 46RE. Ships fast from the USA.
Towing with a 1996-1999 Ram or Durango and the 46RE has started shifting at odd speeds, hanging in a gear or throwing a governor code? This is a heavy-duty, Borg-Warner-style governor pressure solenoid sold with a new governor pressure sensor (transducer). The listing pitches it as an upgrade package that works in a stock daily driver as well as a hard-working diesel unit, and the photo shows the solenoid, the sensor and the governor body gasket.
On the RE transmissions, governor pressure is the road-speed signal for the hydraulic 1-2 and 2-3 shift valves. The solenoid creates it by bleeding line pressure in the governor body, which bolts under the valve body. It works in reverse of what you might guess: the more current the PCM sends, the lower the pressure, and with no current at all it goes to maximum. The transducer next to it converts the pressure into a voltage so the PCM can compare what it asked for with what it got and keep adjusting. Under heavy load the system works harder, and a tired solenoid or a drifting sensor shows up first as shift timing that does not match how the truck is being driven.
Not every governor code needs both parts. The voltage codes, P1762 and P1763, often trace to wiring, a bad sensor ground or charging voltage rather than the solenoid, and Chrysler's own tech tip for P1762 calls for the transducer and a harness check, not a solenoid. Pressure codes point more toward the solenoid or the hydraulics. Put a gauge on the governor port and compare it with the scan tool's desired and actual readings; Chrysler's test expects no more than about 3 psi with the truck stopped in Drive and a steady rise with road speed. Our 46RE governor solenoid guide walks through it, and 46RE common problems and fixes covers the failures that look similar.
The listing covers 1996-1999 Chrysler, Dodge and Jeep rear-drive units with the electronic governor: A500/42RE, 44RE, A518/46RE and A618/47RE. Those years use the early transducer with the oval connector; from 2000 the sensor is a rectangular plastic part and will not plug in, so a 2000-up truck needs a different set. Hold your old sensor next to the photo, or send us your year and VIN and we will confirm. Everything else for this transmission is on our 46RE parts collection.
Support the truck, drain the fluid and drop the pan, then remove the filter. Disconnect the solenoid and sensor, remove the retainer and pull both from the governor body. Oil the new O-rings with ATF and push the parts straight in. The gasket goes between the governor body and the valve body if you take the body off. Refill with ATF+4 and check the level hot. After the install, clear codes and make several full stops with warm fluid so the PCM learns the new sensor's zero.
While the pan is down, inspect the overdrive and lockup solenoid assembly, which shares the same space and harness. If new governor parts read correctly but the shifts are still wrong, governor oil is probably leaking past worn plug bores in the valve body. Our valve body testing guide explains the check, and a replacement 46RE valve body is the fix when the bores are gone.
| Fits | 46RE |
| Part type | Governor Pressure Solenoid |
| Condition | New |
| Brand | OEM |
| Reference | A518 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The listing describes it as a heavy-duty Borg-Warner-style design offered as an upgrade for everything from stock trucks to high-output diesel units. It installs in the factory location with no modifications.
Yes. The package is one governor pressure solenoid and one governor pressure sensor (transducer), and the photo also shows the governor body gasket.
No. 2000-up units use a rectangular plastic pressure sensor with a different connector. This set is for 1996-1999 units with the early oval-connector sensor.
Check first. Chrysler's tech tip for P1762 calls for the transducer and an inspection of the harness near the solenoid pack, and Transmission Digest adds a weak sensor ground or an overcharging alternator as causes.
ATF+4. Top off with the engine running in Park and the fluid at operating temperature.
