1994-1998 Dodge 5.9L Cummins Transmission Parts

Transmission parts for the 1994-1998 Ram 5.9L Cummins

The parts that wear or fail on these automatics are well known: the torque converter, valve body, governor pressure solenoid and transducer, throttle position sensor, output-shaft speed sensor, bands, pan and cooler lines. On the NV4500 manual the list is the 5th-gear nut, input shaft, synchros, clutch and GL-4 fluid. Behind the 5.9L Cummins, the 47-series is a heavy-duty build with steel planetaries and extra clutch plates, but its single-disc converter and 60-100 psi stock line pressure set a ceiling once fuel is added.

Match the part to the symptom

• Lock-up cycling at 35-50 mph: a 100-200 rpm swing in overdrive points to the TPS, alternator noise on its signal, grounds or the output-shaft speed sensor.
• Stuck in third, no overdrive, no lock-up: on electronically governed 47REs, suspect the governor pressure solenoid and transducer.
• Harsh, late or slipping shifts: check the band adjustment, due every 24,000 miles on 12-valve trucks.
• Fluid on the ground: 1994-1996 cooler lines have brittle plastic fittings, and the metal lines on every year rub on the bellhousing until one wears through.
• Slip and burnt fluid on a fueled truck: the stock converter and line pressure are out of their depth, and a multi-disc converter and performance valve body are the fix.

Stock replacement vs. upgrade

For a stock truck, routine work is a cooler-line fix, fresh ATF+4, a filter and a band adjustment. The line fix is to swap the 1994-1996 plastic retainers for Weatherhead fittings or the later metal-clip lines, and to sleeve the crossing lines with rubber hose at the bellhousing. For a fueled or hard-towing truck, the converter comes first, then a valve body with higher line pressure, then a deep pan. BD's Build-It kits run from a Stage 1 kit for stock power up to a Stage 4 kit with a torque converter, so you can rebuild to the level the truck needs.

What we carry

BD Diesel brings Triple Torqueforce and Proforce converters, a HI5 converter rebuild kit, valve bodies for 47RH and 47RE trucks, billet shafts, Build-It kits, Autoloc and Torqloc lock-up controllers, an in-line filter kit and an auxiliary cooler. ATS Diesel Performance adds a 47RH racing valve body, billet shafts, a 2nd-gear accumulator piston, a master rebuild kit, a governor pressure transducer and a solenoid block conversion kit. Coolers come from Mishimoto, Fleece Performance Engineering and CSF. Pans come from PPE, Mag-Hytec and XDP, with a pan gasket from Mahle. Flex plates come from XDP and BD, and fluid from Hot Shot's Secret and Lucas Oil.

Fitment notes

Valve bodies, governor parts and harnesses differ between the 47RH and 47RE, so confirm the year and whether your governor is electronic. Several listings are split by year, such as BD's full manual valve body for 1994-1995 and its valve body with governor pressure solenoid for 1996-1998. Universal coolers aren't built for one truck, so plan the mounting and lines; the Ram-specific coolers are listed by year. A 1998 can have the 12-valve or the 24-valve engine. Verify by VIN, or use the fitment checker.

Frequently asked questions

What causes no overdrive and no lock-up on a 47RE?

A failed governor pressure solenoid or transducer is the common cause on electronically controlled 47REs, and age and heat are what wear them out. ATS lists a 47RE governor pressure switch (transducer), and BD lists a 1996-1998 valve body with the governor pressure solenoid.

What are the band adjustment specs?

Both bands are tightened to 72 in-lb and then backed off. The front band backs off 2.5 turns on 1994 trucks, 2.875 turns on 1995-1996 and 1.875 turns on 1997-1998. The rear band backs off 2 turns through 1996 and 3 turns from 1997. Do it every 24,000 miles.

Why do my cooler lines keep leaking?

On 1994-1996 trucks the line fittings use brittle plastic retainers, and on all of these years the metal lines cross and rub on the bellhousing. Replace the plastic retainers with Weatherhead fittings or the later metal-clip lines, and sleeve the lines with rubber hose where they cross.

Do I need a deep pan?

It isn't required on a stock truck. On a fueled or towing truck it's part of the usual upgrade path along with a multi-disc converter and a performance valve body, and it adds fluid capacity. PPE, Mag-Hytec and XDP all offer deep pans here, and Mahle supplies the pan gasket.

Not sure what fits? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.