47RE Solenoid Kit 1994-1999, new and ready to install. Fits the 47RE. Ships fast from the USA.
A late-1990s Ram 2500 or 3500 with the Cummins or the V10 that pulls away in first and then sits there, shifts at random road speeds, or drops out of overdrive under load usually has a problem in a short list of electrical parts. This 47RE solenoid kit replaces that list in one job: the governor pressure solenoid, the governor pressure sensor, the output speed sensor and the overdrive/converter clutch solenoid assembly on its harness, plus the governor body gasket, a filter, a pan gasket, two upgraded springs and a boost valve spring retainer. It is new and ships from the USA.
Unlike most electronic automatics, the 47RE never uses its computer to pick first, second or third directly. Those shifts happen when governor pressure pushes the shift valves over against throttle pressure. The PCM builds that governor pressure by duty-cycling the governor solenoid, reads it back through the sensor, and adjusts. Dave Skora's GEARS series on the 42-48RE family points out a detail that makes the output speed sensor part of this system: without an output speed signal the PCM will not open the governor solenoid at all, so a dead speed sensor leaves the truck in first. He also notes the PCM switches the solenoid fully off at around 40 mph, sending full line pressure to hold the shift valves up. That is why a weak solenoid can ruin the 1-2 and 2-3 while the truck cruises normally.
Skora's troubleshooting article gives a quick split: there should be no governor pressure in Park, Reverse or Neutral at all. If your gauge shows pressure there, the problem is a cross-leak in the case, valve body or a warped governor body, and new solenoids will not fix it. In Drive, governor pressure should rise smoothly with road speed and fall back near zero when you stop. A sensor that disagrees with the gauge points at the sensor; a gauge that will not follow the PCM's request points at the solenoid or its feed. The 47RE governor solenoid symptoms guide has the full test, and the Ram 3500 Cummins shift problems guide covers the clutch and band faults that feel similar.
The listing reads 1994-1999, but the governor parts only belong in electronic-governor units. Our references cover the 47RE electronic governor from 1996, so a 1994 or 1995 truck without a governor solenoid and sensor on the valve body transfer plate does not use this kit. At the other end, Sonnax notes the sensor changed from an oval connector to a rectangular plastic one for 2000, so a 2000-up truck should use the 2000-up 47RE solenoid kit. Hold your old sensor, speed sensor and filter next to the photo before installing, or send us the year and VIN. Everything else we carry for this unit is on the 47RE collection page.
With the pan drained and the filter off, unplug the sensor and solenoid, unbolt the governor body and its retainer plate from the transfer plate, release the sensor clip and pull the solenoid straight out. The overdrive/converter block comes off the valve body after the shoulder bolt at the 3-4 accumulator housing is removed. The output speed sensor threads into the extension housing, so plan to catch a little fluid there. Use new O-rings and the new gasket, tighten the governor body and filter screws to 35 in-lb and the pan to 13 ft-lb, then do the line and throttle pressure adjustments. Refill with ATF+4. If the valve body is worn, a 1996-1999 47RE valve body makes more sense than solenoids alone; if only lockup is the issue, see the 1996-1999 TCC solenoid assembly.
| Fits | 47RE 1994-1999 |
| Part type | Solenoid Kit |
| Condition | New |
| 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.
Only if the transmission has a governor solenoid and sensor on the valve body transfer plate. Trucks built before the electronic governor use a different governor and do not take these parts. Look under the pan or send us the VIN.
The PCM uses the output speed signal to run the governor solenoid. With no signal it will not build governor pressure, and the truck stays in first. Replacing the sensor with the solenoids covers that failure.
Probably not. Governor pressure should be zero in Park, Reverse and Neutral. Pressure there usually means a cross-leak or a warped or loose governor body, which is a hydraulic problem rather than a solenoid problem.
The listing describes them as an upgraded 3-4 accumulator spring and an upgraded lock-up spring, with a one-piece boost valve spring retainer. They go in the valve body and are optional if you are only changing the electrical parts.
ATF+4. It replaced ATF+3 for these transmissions. Check the level hot, idling in Neutral, on level ground.
