48RE Clutch Module 1990, remanufactured and ready to install. Fits the 48RE. Ships fast from the USA.
Shoppers looking for a 48RE clutch module usually have one of two problems: a truck that slips in third and reverse, or a rebuild where the front clutch has already burned once and they do not want to do the job a third time. This listing answers the second problem. It is the hard-parts side of the front (direct) clutch: a remanufactured 5-clutch direct drum, R22555, for the A518 family, meaning the 46RH, 46RE, 47RH, 47RE and 48RE from 1990 on. A shop takes an original three-clutch drum, machines it to hold five clutches, cuts the matching piston and pressure plate, and installs a new bushing. You supply the friction plates and seals.
Not included: frictions, piston seals or any gaskets. Plan on a friction set and an overhaul kit for the same teardown.
Chrysler's RE units are a three-speed gear train with an overdrive unit bolted behind it. The front clutch lives in this drum just behind the pump. In third gear it applies along with the rear clutch to turn the planetary set as one piece, giving 1:1. It stays on in fourth while the overdrive unit supplies the final step, and it is also applied in reverse. The kickdown band wraps the outside of the drum and holds it in second. That means one tired pack affects three ranges and a band, which is why front clutch failures feel so broad. The 1998 Chrysler service manual lists three front clutch discs for the 46RE and four for the 47RE, and Transmission Digest describes the 2003 48RE as getting more clutch drum torque capacity for the Cummins. A five-disc drum takes that idea further by spreading the load over more friction surfaces.
Start with fluid level and line pressure. A pump losing output or a valve body leaking pressure can mimic a worn clutch, and our 48RE pump failure guide explains how to rule those out with a gauge. Then use the factory slip chart logic: third plus reverse slipping together points at the front clutch; third slipping with a good reverse points at the rear clutch. If only fourth slips, look at the overdrive unit instead, as covered in the 48RE 3-4 clutch failure guide. With the pan and valve body off, air-checking the front clutch passage should produce a solid apply; a steady leak points to seals or the bushing.
The listing year of 1990 is where the catalog range begins, not a single model year. It is listed for A518 and A618 type units, covering the 46RH, 46RE, 47RH, 47RE and 48RE. The 48RE was built for 2003-2007 Ram 2500 and 3500 trucks with the 5.9L Cummins, and the 46 and 47 versions span many earlier Ram, Durango and van applications. Before you order, lay your old drum next to the listing photos and compare the band surface, bushing bore, ring lands and snap ring groove, or send us your year and VIN. Browse the full 48RE parts collection for the rest of the job.
| Fits | 48RE 1990 |
| Part type | Clutch Module |
| Condition | Remanufactured |
| 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.
No. It is the remanufactured 5-clutch direct drum with its piston, pressure plate, five thin steels, snap ring and a new bushing. You add five friction plates and new piston seals.
It is listed for A518 and A618 type units from 1990 on: 46RH, 46RE, 47RH, 47RE and 48RE. Compare it with your old drum or send us your year and VIN to confirm.
More friction surfaces share the same apply pressure, so the pack runs cooler and holds better under towing loads or added engine power. That is the usual reason the front clutch is upgraded on Cummins trucks.
Five new frictions, the piston seals from an overhaul kit, and the filter. Inspect the kickdown band and adjust it after installation, since it wraps this drum.
Mopar ATF+4. Soak the frictions in it before assembly and check the level hot with the selector in Neutral after the rebuild.
