A618 valve body for 1990-1995, Sonnax-updated, dyno-tested and ready to install. Ships fast from the USA.
A 1990-1995 Dodge Ram 2500 or 3500 with the 5.9L Cummins and the A618 automatic that shifts harsh, slips between gears, hunts for reverse, or has started burning up overdrive clutches is almost always pointing at a worn valve body before anything else gets replaced. This is a Sonnax-updated, dyno-tested A618 valve body built as a direct swap for the original 1990-1995 unit, with the known weak points corrected before it ever leaves the bench.
The A618 is the RWD Chrysler/Dodge automatic that carried the 5.9L Cummins through the early 1990s before the factory renamed the same basic case the 47RH and then the 47RE once an electronic governor pressure sensor was added for 1994-1995. The valve body is the hydraulic control center for all of them: it takes line pressure from the pump and routes it through a casting full of precision bores and spool valves to apply the clutches and the overdrive band in the correct order. On this 1990-1995 2-solenoid version, the torque converter lockup and overdrive solenoids live on the valve body itself, so a worn bore or a tired solenoid shows up directly as a shift complaint.
Before you pull the pan, it is worth separating a true valve body problem from a linkage or governor pressure issue, since the symptoms overlap on this platform. Sonnax's own Chrysler 42RE/46RE/47RE valve body identification bulletin and valve body layout reference both cover this transmission family in detail, and our own 47RE valve body problems and testing guide walks through the pressure checks to run before you buy. Our transmission identification guide is also worth a look if you are not certain whether your truck has an A618, a 47RH or a 47RE, since the external case and pan bolt pattern look nearly identical across all three.
This valve body is built for the 1990-1995 A618, the 2-solenoid version used before the factory added the separate electronic governor pressure solenoid for the final 1994-1995 47RE trucks. The A618, 47RH and 47RE share the same case and most of the same internals, so if your truck falls right on that 1994-1995 changeover, pull your current valve body and count the solenoids, or check your build tag, before ordering. Our 46RE vs 47RE differences guide covers how the related A518 platform evolved the same way and is a useful reference for telling these early-1990s variants apart.
Drain the transmission, drop the pan, and pull the filter before touching the valve body bolts, then lower the assembly straight down so the manual valve does not drag against the detent. Transfer the detent spring and any brackets to the new unit, torque the bolts evenly in a criss-cross pattern, and install a new filter and pan gasket rather than reusing the old ones. Pair the swap with a pan, filter and drain plug kit so you are not chasing a leak a week later, and if your governor pressure solenoid or sensor is original, check it against a governor pressure solenoid and sensor kit while the pan is down, since a tired governor circuit can mimic a bad valve body on these trucks.
| Transmission | A618 |
| Year Range | 1990-1995 |
| Condition | Remanufactured / updated |
| Testing | Dyno-tested |
| Shipping | Ships from the USA |
They share the same case and most of the internal parts. The A618 name covers the 1990-1993 non-electronic version, Chrysler called it the 47RH for the 1994 model year, and then the 47RE once an electronic governor pressure sensor was added for 1994-1995. This valve body is built for the earlier 1990-1995 2-solenoid configuration.
Change the fluid and filter at the same time so debris from the worn bores does not circulate through the new unit. A new pan gasket and drain plug washer are cheap insurance against a fresh leak, and it is worth checking the governor pressure solenoid and sensor while the pan is down since a weak governor signal can produce shift symptoms that look like a valve body problem.
Harsh or flared shifts, slipping between gears, a delay or refusal to engage reverse, torque converter lockup shudder, and overdrive clutches that keep failing after a rebuild because the valve body is not holding the pressure the new clutches need.
No special programming is needed since this is a mechanically and hydraulically controlled unit, not a computer-controlled electronic valve body. Torque the bolts to spec in sequence, use the correct Mopar ATF+4 fluid, and verify the shift linkage and throttle valve cable are adjusted correctly before you road test.
Count the solenoids on the valve body or check the transmission build tag. The 1990-1993 A618 and early 1994 47RH run a 2-solenoid valve body like this one; the 1994-1995 47RE added a separate governor pressure solenoid as a third solenoid for electronic governor control.
