48RE Solenoid Kit 1996-1999, remanufactured and ready to install. Fits the 48RE. Ships fast from the USA.
This remanufactured kit is for 1996-1999 Chrysler rear-drive four-speed automatics with the electronic governor: Dodge Ram pickups and vans, Dakota and Durango, and Jeep models that used the same RE family. Buyers usually land here because the truck takes off in second, holds first and second far too long, never drops into overdrive, or the converter will not lock at highway speed. The listing calls it a 48RE kit and carries an A500 reference. A500 was Chrysler's original name for the unit later called the 42RE, the lighter member of the family, while heavier trucks of these years ran the 46RE or 47RE. The true 48RE did not appear until the 2003 heavy-duty Ram, so on a 1996-1999 vehicle you are buying for a 42RE, 46RE or 47RE.
The RE units still shift first through third with hydraulic shift valves, but the PCM decides when by controlling governor pressure. A governor pressure solenoid bleeds line pressure down to the value the computer wants for the road speed, and a pressure sensor reports what actually arrived so the computer can correct it. Fourth gear and converter lockup are handled by two separate on/off solenoids that ATSG documents as one assembly, built into the internal harness and the case connector. The product photo shows that OD/TCC assembly with its harness and connector, a governor pressure solenoid, a governor pressure sensor and a governor body gasket, so one pan drop replaces the whole electronic side.
Electronics fail here, but so does the supply circuit. Transmission Digest's write-up on the RE control relay shows that on 1996-up trucks all three valve body solenoids are powered through a transmission control relay that the PCM energizes only with the engine running, so a dead relay feed looks exactly like a dead solenoid. Check for 12 volts at the case connector first. For shift-timing complaints, put a 0-100 psi gauge on the governor port and compare it with the pressure the scan tool reports; a large gap points at the sensor rather than the solenoid. Our governor pressure solenoid guide covers that test step by step, and the OD and TCC solenoid guide shows how to ohm each coil through the case connector.
Sonnax's RE valve body identification splits these transmissions at the 1999/2000 line: 1999 and earlier units use an early governor pressure sensor with an oval electrical connector, and 2000-later units use a rectangular plastic sensor. This kit is listed for the early years, so the sensor plug on your valve body should match the oval style. Sonnax also lists separate 42RE and 46/47RE valve bodies for the same years, so compare each piece in the photo with what comes out of your transmission, or send us your year, model and VIN and we will check it before it ships. All RE-family parts we stock are on the 48RE parts page. If your truck is a 2000, the 2000 solenoid kit is the one to compare.
If the pan showed clutch material or the fluid smelled burnt, new solenoids will not cure a worn clutch pack; the 1994-1999 overhaul kit covers the seals and friction side. A heat-cracked internal harness is also available separately as the RE internal wiring harness.
| Fits | 48RE 1996-1999 |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Reference | A500 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The 48RE name is used across this RE family of parts. A 1996-1999 vehicle has a 42RE, 46RE or 47RE, and those are the transmissions these years cover. Match the sensor connector style and the pieces in the photo, or send us your year and VIN to confirm.
A500 is the original Chrysler name for the transmission later renamed the 42RE, used behind smaller engines in Ram 1500, Dakota, Durango and Jeep models. Heavier trucks of the same years used the 46RE or 47RE, which have their own valve body versions.
Check power first. On 1996-up trucks the solenoids are fed through a transmission control relay, and if the PCM drops that relay you lose overdrive and lockup together. If there is 12 volts at the case connector and a coil reads open, the OD/TCC assembly in this kit is the fix.
Use ATF+4. Check the level with the fluid hot, about 180 F, the engine idling and the shifter in Neutral on level ground.
There is no separate scan-tool relearn for the governor circuit on these units. Clear the stored codes, road test, and confirm on a scan tool that actual governor pressure follows the desired value.
