The 46RE and 47RE are the older 4-speed Dodge automatics that came before the famous 48RE. Found in Ram trucks, Dakotas, Durangos, and Jeep Grand Cherokees from the early 1990s through 2003. Less famous than the 48RE but still in millions of trucks on the road.
Here's the guide.
46RE vs 47RE basics
46RE (1994-2003)
- 4-speed with overdrive - Electronic control (replaced earlier 46RH hydraulic) - Used behind 5.2L Magnum V8, 5.9L Magnum V8, 3.9L V6 - Found in Ram 1500, Dakota, Durango, Jeep Grand Cherokee - Rated for ~330 ft-lb input torque47RE (1994-2003)
- 4-speed with overdrive - Electronic control - Heavy-duty version of 46RE for Cummins applications - Used behind 5.9L Cummins, occasionally 5.9L Magnum HD applications - Found in Ram 2500/3500 - Rated for ~410 ft-lb input torqueWhat replaced them
- 46RE → 545RFE (2002+) for gas applications - 47RE → 48RE (2003+) for Cummins applicationsWhat's different between 46RE and 47RE
| Spec | 46RE | 47RE |
|---|---|---|
| Application | Light-duty gas | Heavy-duty diesel + HD gas |
| Direct clutch | 4 plates | 5 plates |
| Forward clutch | 5 plates | 5 plates |
| Input shaft | Standard | Heavier |
| Torque capacity | 330 ft-lb | 410 ft-lb |
| Case | Same | Same |
| Pan | Same 14-bolt | Same 14-bolt |
| Bell housing | Various | Various (Cummins-specific) |
The 47RE is essentially a strengthened 46RE for heavy-duty applications. Same case, beefier internals.
Common 46RE failures
1. Direct clutch burn (most common)
4-plate direct clutch is the weakest point. Burns out around 100-150K miles.Symptoms: slipping in 3rd, no 3rd gear, harsh 2-3 shift
Fix: full direct clutch pack replacement, often upgraded to 5-plate setup using 47RE parts
2. Overdrive clutch wear
OD clutch carries 4th gear. Wears progressively.Symptoms: slipping in OD, no overdrive
Fix: OD clutch replacement during rebuild
3. Front pump bushing wear
Standard high-mileage wear item.Symptoms: front seal leak, low line pressure
Fix: pump bushing replacement during rebuild
4. Governor pressure issues
46RE uses an electronic governor system. Solenoid failure causes shift problems.Symptoms: harsh or erratic shifts, governor codes
Fix: governor solenoid and pressure transducer replacement
5. Lockup converter shudder
TCC clutch wear causes shudder at lockup speeds.Symptoms: vibration at 45-55 mph during cruise
Fix: torque converter replacement during rebuild
Common 47RE failures
Same as 46RE plus:
1. Burning under Cummins torque
Tuned 5.9L Cummins making 400+ HP can overwhelm even the 47RE direct clutch.Fix: billet upgrades, HD friction packs
2. Valve body wear (Cummins-specific)
The 47RE valve body sees harder duty in diesel applications. Sonnax bore kits address known wear points.Rebuild kit recommendations
Stock 46RE (5.2L/5.9L Magnum daily driver)
- Master rebuild kit with Alto frictions - All steels, bushings, seals - Optional 5-plate direct clutch upgrade - Filter and pan gasket - Cost: $700-1,100Stock 47RE (5.9L Cummins stock power)
- Master rebuild kit with Alto Red Eagle frictions - 5-plate direct clutch (mandatory) - All HD components - Sonnax valve body bore kit - TransGo HD shift kit - Cost: $1,400-2,000Tuned 47RE (300+ HP Cummins, 700+ ft-lb)
- All HD parts - Sonnax billet input shaft - 6-plate direct clutch - Performance torque converter (BD, ATS, Goerend) - Larger external cooler - Cost: $2,500-3,500Race-built 47RE
- Complete billet drivetrain - Custom triple-disc converter - Manual valve body - Cost: $3,500-5,500What kills these early
1. Wrong fluid
Both use ATF+4. Putting Dexron or generic in causes shudder and wear.2. Towing at the limit
Especially 46RE — anything over 7,000 lbs trailer regularly will shorten life.3. Tuning a Cummins without trans support
Common path to a $3,000 rebuild bill: tune 12V or 24V Cummins to 350+ HP without addressing the 47RE clutches.4. Skipped service
"Lifetime fill" claims are marketing. Service every 30K for towed/tuned, 50K for stock.Fluid
ATF+4 (Mopar MS-9602). Mandatory.
Capacity: about 14-15 quarts total, 6 quarts in pan.
46RE/47RE vs 48RE/68RFE
The 48RE (2003+) replaced the 47RE in Cummins applications. It's basically a refined 47RE with electronic governor instead of hydraulic.
The 68RFE (2007+) replaced the 48RE in 6.7L Cummins applications. Completely different 6-speed transmission, NOT related.
If your truck is 2003 or older Cummins, you have a 47RE or its hydraulic predecessor 47RH. 2003 mid-year through 2007 = 48RE. 2007+ = 68RFE.
Should you upgrade 46RE to 47RE for towing?
Common question for 5.9L Magnum Ram 1500 owners. Answer: maybe.
The case is the same, so it's not a swap — it's an internal upgrade. You can install 47RE direct clutch drum, hardened input shaft, etc into a 46RE case during rebuild. Adds maybe $300-500 to the rebuild cost. Gives meaningful improvement in torque capacity.
Alternatively, swap to the actual 47RE if you're towing heavy. But for occasional towing, the 47RE-spec upgrades to a 46RE build are plenty.
Cost summary
DIY rebuild
- 46RE stock: $700-1,100 - 47RE stock: $1,400-2,000 - 47RE tuned Cummins: $2,500-3,500Shop rebuild installed
- 46RE: $2,200-3,200 - 47RE stock: $2,800-3,800 - 47RE built for Cummins: $4,500-6,500Reman swap
- 46RE: $1,800-2,800 installed - 47RE: $2,500-3,500 installedWhat about 46RH/47RH (the hydraulic predecessors)?
The 46RH (1990-1993) and 47RH (1990-1993) are the earlier hydraulic-controlled versions. No electronics, vacuum modulator control like the older TorqueFlite.
If you have an early Ram from this era, you have one of these. Different rebuild kits, different troubleshooting (hydraulic instead of electronic).
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Need 46RE or 47RE rebuild parts? Shop our 46RE catalog and 47RE catalog. Master kits, Sonnax billet upgrades, Alto frictions, HD components for Cummins applications. Free shipping over $70. Same-day ship in-stock.
Related guides:
- 47RE vs 48RE comparison
- 68RFE rebuild guide
- Transmission fluid guide