48RE Input Drum 1990, remanufactured and ready to install. Fits the 48RE. Ships fast from the USA.
Diesel Ram owners and anyone rebuilding a Chrysler RE-family automatic for towing eventually run into the same weak spot: the direct clutch, which Chrysler calls the front clutch, did not have enough plates from the factory. This listing is a remanufactured 5-clutch direct drum assembly, R22555, catalogued as an input drum for the A518, A618, 46RH, 46RE, 47RH, 47RE and 48RE from 1990 on. It is built from an original three-clutch retainer that has been machined so it holds five clutches, and it comes as a set ready for frictions.
You add five new friction plates and fresh piston seals. Because the piston, pressure plate and steels are machined to work together, keep them as a set rather than mixing in parts from your old drum.
In these transmissions the front clutch retainer sits right behind the pump and rides on the reaction shaft support, which is why some catalogs call it the input drum. Its pack applies together with the rear clutch to lock the planetary gears at 1:1 for third, it stays applied in fourth while the overdrive unit adds the step-up, and it carries reverse. The kickdown band wraps the outside of the same drum in second. The 1998 factory service manual lists three front clutch discs in a 46RE and four in a 47RE; Transmission Digest notes that when Chrysler launched the 48RE in 2003 it raised clutch drum capacity again for the Cummins. A five-plate drum gives a towing unit more friction area for the same apply pressure, which means less heat on the third and fourth gear shifts.
Use the factory logic: slipping in third and in reverse points at the front clutch, while slipping in third with a solid reverse points at the rear clutch. Check fluid level and line pressure first, since a worn pump or a valve body that is leaking pressure causes the same slip; our 48RE pump failure guide covers those checks. A fourth-gear-only slip is usually the overdrive unit, which the 48RE 3-4 clutch failure guide explains. With the valve body off, an air test of the front clutch passage should give a clear thump as the piston applies; a hiss means a leak at the seals or bushing.
Catalogued for A518, A618, 46RH, 46RE, 47RH, 47RE and 48RE units from 1990 forward. The 1990 date is the start of that range, not a single model year, and the 48RE itself was used in 2003-2007 Ram 2500 and 3500 trucks with the 5.9L Cummins. With that many years and versions, compare this drum against yours before installing: bushing bore, ring lands, the band surface width and the snap ring groove. If you are unsure which unit you have, send us your year and VIN. More parts for the late diesel version are on the 48RE collection page, and if you would rather keep a factory-capacity drum, see the 2005 48RE clutch drum.
| Fits | 48RE 1990 |
| Part type | Input Drum |
| 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.
Five friction plates to fill the 5-clutch pack and new piston seals. The drum comes with its piston, pressure plate, five thin steels, snap ring and a new bushing already installed.
It is catalogued for the A518, A618, 46RH, 46RE, 47RH, 47RE and 48RE from 1990 on. Compare the bushing bore, band surface and snap ring groove with your old drum, or send us your year and VIN to check.
It is the front clutch retainer, also called the direct drum. It sits at the front of the gear train behind the pump, so it is sometimes listed as an input drum.
Slipping in third and in reverse together is the classic sign. Slipping in third with a good reverse points to the rear clutch instead, and a fourth-only slip points to the overdrive unit.
Mopar ATF+4. Soak the new frictions in it before assembly and check the level hot with the selector in Neutral after the rebuild.
