47RH valve body for 1990-1995, Sonnax-updated, dyno-tested and ready to install. Ships fast from the USA.
The 47RH in a 1990-1995 Dodge Ram 2500 or 3500 is an older design than the 47RE that replaced it, and that shows up in the valve body: shift points are set mostly by mechanical governor and throttle pressure rather than by a computer, and only two functions are solenoid-controlled - overdrive clutch engagement and torque converter lockup. This unit is the correct 2-solenoid valve body for that design, remanufactured with Sonnax's documented updates and dyno-tested before it ships so the pressures and shift points are verified, not assumed.
Where the later 47RE added a governor pressure solenoid so the computer controls line pressure electronically, the 1990-1995 47RH still relies on a mechanical governor and throttle valve to set shift timing, with the transmission control computer only switching the overdrive solenoid and the TCC lockup solenoid on and off. That means a worn valve body on a 47RH shows up less as a stored electronic code and more as shift points that drift, engagement that is slow or harsh, or a torque converter lockup that will not hold or shudders once it does.
The boost valve, switch valve, and governor circuit bores in this family wear the same way across the 46RH/47RH/47RE line, and this unit is built with the Sonnax corrections documented for those wear points rather than the original bore sizes. After assembly it goes on a dyno so the governor and throttle pressure response and the two solenoid-controlled functions - overdrive apply and TCC lockup - are confirmed against spec before the unit leaves the bench, not left to be discovered wrong after it's installed.
Our valve body testing guide for this transmission family covers the unplug and pressure checks worth running before you assume the valve body is the cause, since a mechanical governor or linkage problem on a 47RH can mimic some of the same symptoms.
Built specifically for the 2-solenoid 47RH used in 1990-1995 trucks. Later 47RH and 48RE valve bodies added a third solenoid for electronic governor pressure control and are not interchangeable with this 2-solenoid unit, so confirm your solenoid count and casting before ordering. See our 46RE vs 47RE differences guide for background on how this family evolved toward full electronic control, and check the 47RE and 47RH parts collection for the rest of this transmission family if you need other components for the same job.
Drop the pan and change the ATF+4 and filter at the same time as the valve body so contamination from the old unit doesn't carry into the updated bores, and torque the pan and valve body bolts in the correct sequence. Because shift feel on this transmission depends partly on the throttle valve linkage adjustment, double-check that linkage after the swap rather than assuming the new valve body alone will correct a harsh or late shift. If your old overdrive or TCC solenoid is original to the truck, consider replacing it alongside the valve body - see our solenoid kit for this transmission family rather than reusing a 30-year-old solenoid against a freshly updated unit.
| Transmission | 47RH |
| Year Range | 1990-1995 |
| Condition | Remanufactured / updated |
| Testing | Dyno-tested |
| Shipping | Ships from the USA |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The 1990-1995 47RH only solenoid-controls two functions - overdrive clutch engagement and torque converter lockup - because shift points are otherwise set by a mechanical governor and throttle pressure, unlike the later 47RE which added full electronic line-pressure control.
No. Later units added a third, governor-pressure solenoid and are not interchangeable with this 2-solenoid design. Confirm your solenoid count and casting before ordering.
After it's built, the valve body is run on a dyno so governor and throttle pressure response and both solenoid-controlled functions are confirmed against spec before it ships.
Shift points that drift or hunt, slow or harsh engagement, no reverse or partial reverse engagement, and torque converter lockup that won't hold or shudders at cruise.
ATF+4, with a fresh filter installed at the same time as the valve body.
Check the throttle valve linkage adjustment after the swap - shift feel on this transmission depends on it, not just on the valve body.
