47RE Input Drum 1998, used and ready to install. Fits the 47RE. Ships fast from the USA.
The 24-valve Cummins arrived in mid-1998, and with it a lot more torque going through the same 47RE automatic. If your 1998.5-2002 Ram 2500 or 3500 now slips when you pull a trailer up a grade, takes too long to grab Drive, or the rebuilder found a cracked forward drum, this listing gives you a factory replacement. It is a used Chrysler 47RE input shaft and forward clutch retainer taken from a 1998 24-valve Cummins truck during a part-out, complete with the direct clutch hub and the used clutches as removed from the case.
Think of it as a clean OEM core for your rebuild. The original shaft and retainer are the parts you are buying; the frictions and seals in it should be replaced.
Everything the 24-valve makes passes through the input shaft first. The shaft is pressed into the hub of the rear clutch retainer and held with a retaining ring, and that retainer carries the forward clutch: piston, spring stack and 4 friction discs that clamp the turbine to the front planetary in every forward gear. The front (direct) clutch drum sits over it and adds third and reverse; on a factory 47RE that is a 4-clutch drum with .070-.129 in. clearance. Seal rings on the shaft and retainer hub keep apply oil in the circuit, and the intermediate shaft thrust washer in the retainer hub sets input shaft end play.
Sonnax describes the factory shaft as a two-piece shaft and hub with a weak joint, and the cast factory retainer as prone to cracks and wear when towing loads and power go up. A 24-valve truck that tows hard is the worst case for both.
Separate a clutch failure from pump, valve body and governor faults first. Weak pump output also causes slow engagement and slip across gears, so read our 47RE pump failure guide before tearing down. If the truck only slips in fourth, the problem is the overdrive clutch, covered in the 47RE 3-4 clutch failure guide, not this drum. Slip in several forward gears with good pressure points here.
Donor vehicle: 1998 Dodge Ram with the 24-valve 5.9L Cummins and the 47RE. Intended for 47RE Ram 2500 and 3500 trucks of that era, Cummins and 8.0L V10. Shafts vary in converter spline and seal ring sizing across years, so compare your old shaft to the photos and count the splines, or give us your year and VIN to check it. See all of our 47RE parts on the 47RE transmission page.
For a towing build, many rebuilders pair this assembly with a 5-clutch direct drum and a fresh 47RE master rebuild kit. A worn pump will undo the work, so inspect it or swap in a factory 47RE pump.
| Fits | 47RE 1998 |
| Part type | Input 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.
This one came out of a 1998 24-valve Cummins 47RE, so it suits those trucks. Shafts changed over the years, so compare spline count and seal ring grooves with your old one or send your year and VIN.
The input shaft pressed into the forward clutch retainer, with the direct clutch hub and the used clutch pack as removed. The clutches are used and should be replaced during the rebuild.
Usually not. Fourth-only slip is the overdrive clutch in the overdrive unit. This drum carries the forward clutch, which is applied in every forward gear, so a slip in fourth that never shows up in third points at the overdrive unit instead.
Many towing builds move to a 5-clutch direct drum to add clutch capacity in third and reverse. It mounts over this assembly, so it is a sensible time to do it.
Use ATF+4. Adjust the front and rear bands to the factory 47RE specification during assembly.
