48RE Master Rebuild Kit 2003-2007, new and ready to install. Fits the 48RE. Ships fast from the USA.
This is the value option for rebuilding a 48RE behind a 2003-2007 Ram 2500 or 3500 5.9L Cummins. If you tow, the usual story is the same: the truck starts flaring into overdrive, slips when pulling a grade, and the fluid turns dark long before the service interval. When that happens the clutch packs are worn through and the seals are hard, and a new master rebuild kit covering the whole 2003-2007 run is the starting point for putting the unit back to factory condition.
Inside a 48RE there are two areas to renew. The main section uses front and rear clutch packs plus the kickdown and low-reverse bands to make first through third. The overdrive section bolted to the back of the case uses an overdrive clutch and a large direct clutch pack to make fourth. A master kit is the overhaul package for both: friction discs, steels, sealing rings, seals and gaskets, so you are not reusing heat-hardened rubber or glazed frictions next to new ones. Hard parts such as drums, the pump, planetary gears and the converter are not part of a soft-parts kit and must be inspected separately.
Not every shift complaint on these trucks is worn clutches. From 2005 the diesel Rams moved to an electronic throttle valve actuator, and an actuator or bracket fault sets P1749-P1755 codes and can feel like a transmission problem. A worn valve body or a failing governor pressure circuit can also cause late or harsh shifts with healthy clutches. Scan for codes, check the fluid level hot, and read our 48RE Ram 2500 shift problems guide before you commit to a teardown. If the truck is a 3500, the Ram 3500 Cummins problems guide covers the same unit under heavier loads.
This kit is listed for the 48RE in 2003-2007 Ram 2500/3500 trucks with the 5.9L Cummins. That run includes running changes, most visibly the 2005 switch from a throttle cable to the electronic actuator, and clutch counts can differ between standard and high-output diesel calibrations. Count the discs in your overdrive and direct packs on teardown and compare them to the kit, or send us your year and VIN before ordering so we can confirm it matches. If you own a 2003 specifically, our year-matched 2003 master kit is also available, and the full range of 48RE parts is on the 48RE collection page.
Disassemble and clean everything, then measure. Check drum bushings, the pump pocket and gears, and the planetary thrust surfaces; worn hard parts will undo a new kit in short order. Set clutch clearances and overdrive end play to the factory spec, soak new frictions in ATF+4 before assembly, and prime the pump before first start. A worn clutch hub or drum is common on high-mileage units, so a replacement 48RE clutch module is worth having on hand. Clean or replace the cooler and verify flow after the rebuild, because debris from the old failure collects there; our 2003-2007 48RE cooler fits this range. Fill with ATF+4 only, then check level hot at idle in Neutral and road test before towing.
| Fits | 48RE 2003-2007 |
| Part type | Master Rebuild 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.
It is listed for the 2003-2007 48RE, which spans the 2005 change to the electronic throttle valve actuator. That change is external to the clutch packs, but confirm disc counts on teardown or send us your year and VIN before ordering.
Kits are packaged differently and contents vary. Compare the listed contents with what you need, and remember drums, pump gears and the converter are hard parts bought separately.
Chrysler lists about 14-16 liters, or 29-33 pints, for an overhaul fill including the converter. Use ATF+4 only and set the final level hot at idle.
Not necessarily. P1749-P1755 relate to the throttle valve actuator used from 2005. Diagnose the actuator and its bracket first; worn clutches show up as slip and burnt fluid, not just codes.
Yes, service or replace it. A converter that held debris from the old failure will contaminate the new frictions, and lockup problems are a known 48RE weak point.
