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Call or Text (352) 722-5295Transmissions on the 1994-1998 Ram 5.9L Cummins
Behind the 5.9L Cummins in these second-generation trucks sits one of two gearboxes. Automatic trucks got Chrysler's 4-speed overdrive: the 47RH with a hydraulic governor on 1994-1995 trucks, and the 47RE with electronic governor pressure control starting around 1996. Both are heavy-duty A618 builds with steel planetaries and more clutch plates than the gas-engine version, 2.45/1.45/1.00/0.69 gearing, a 2.21 reverse and a 450 lb-ft input rating. Manual trucks got the New Venture NV4500 5-speed, with a 5.61 first gear, a 0.75 overdrive, a 460 lb-ft input rating and a 1.25-inch 10-spline input shaft. The choice changed the truck around it, too. On the 2500, manual trucks carry a Dana 80 rear axle and automatics a Dana 70, and from 1996-1998 the manual engine was rated 215 hp against 180 hp for the automatic.
What fails and why
On the automatics, the classic complaint is converter lock-up cycling: a 100-200 rpm swing in overdrive at a steady 35-50 mph as the converter locks and unlocks. A worn throttle position sensor, alternator noise on the TPS signal, poor grounds or the output-shaft speed sensor are the usual causes, and it shows up with age, commonly past 150,000 miles. On electronically governed 47REs, a failed governor pressure solenoid or transducer leaves the truck stuck in third with no overdrive and no lock-up. Bands drift out of adjustment and bring harsh, late or slipping shifts. Cooler lines are a known leak point too: 1994-1996 trucks used brittle plastic fittings, and on every year here the metal lines cross and rub on the bellhousing until one wears through and dumps the fluid.
Add fuel and the stock hardware runs out of grip. The factory single-disc converter and 60-100 psi line pressure can't hold a fueled 12-valve's torque, and the signs are converter slip, burnt fluid and a 2-3 shift that hangs at full throttle. Manual trucks have their own weak spot. The NV4500's 5th-gear mainshaft nut can back off, and 5th pops out or disappears. Lugging in 5th while towing is the trigger, and Dodge's fix under TSB 21-10-98 didn't always hold.
Stock replacement vs. upgrade
If the truck is stock and you just need it working, keep it simple: service it, fix the leaks and replace the sensor or solenoid that failed. For lock-up cycling, start with the TPS, clean grounds and rerouting the alternator charge and ground wires away from the TPS harness before you buy hard parts. If you've added power or tow heavy, the usual order is a triple-disc billet converter with a lower stall first, then a performance valve body that raises line pressure, then a deep pan for extra fluid capacity. A multi-disc converter also makes lock-up cycling less noticeable. Owners going further replace the whole unit with a built transmission. On the NV4500 side, the upgrade list is a revised 5th-gear nut, a stronger input shaft and mainshaft, a dual-disc clutch and the correct GL-4 synthetic.
What we carry
BD Diesel's range runs from complete 47RH and 47RE transmissions to Triple Torqueforce and Proforce converters, Build-It rebuild kits from Stage 1 to Stage 4, billet input, intermediate and output shafts, valve bodies, an in-line filter kit and lock-up controllers. ATS Diesel Performance adds a 47RE transmission package, an NV4500 performance manual transmission, billet shafts, a master rebuild kit and governor pressure parts. For cooling there's a Ram-specific cooler, universal coolers and a radiator-and-cooler bundle from Mishimoto, a cooler and line kit from Fleece Performance Engineering and a replacement cooler from CSF. Deep pans come from PPE, Mag-Hytec and XDP, with a pan gasket from Mahle. XDP and BD supply flex plates, DNR Customs makes a flex plate install kit, and fluid comes from Hot Shot's Secret and Lucas Oil.
Fitment notes
Know which transmission you have before you order, whether the truck is a WS work truck or a Laramie SLT. The 47RH and 47RE differ in governor and valve-body control, so confirm the year and whether the governor is electronic before buying valve bodies, governor parts or harnesses. NV4500 clutch parts are specific to the diesel's 1.25-inch 10-spline input. 1998 is a split year: early trucks have the 12-valve with the P7100 inline pump, later ones the 24-valve with the VP44, so confirm the engine rather than trusting the model year. Many listings here cover wider spans such as 1994-2002 or 1994-2007, and the range on each product page is the one to trust. Complete transmissions are also split by 2WD and 4WD. Verify by VIN, or use the fitment checker on the product page.
Frequently asked questions
Do I have a 47RH or a 47RE?
1994-1995 trucks have the 47RH with a hydraulic governor. The 47RE with electronic governor pressure control arrived around 1996, though some sources date the computer-controlled units from 1997. Check whether your governor is electronic before you order valve bodies, governor parts or harnesses.
Why does my truck surge 100-200 rpm in overdrive around 40 mph?
That's converter lock-up cycling, the converter locking and unlocking at a steady 35-50 mph. Start with the TPS, the grounds and the routing of the alternator wires near the TPS harness, and check the output-shaft speed sensor. Replacing both batteries together is also on the standard fix list.
How often should the 47RH or 47RE be serviced?
On 12-valve trucks, transmission service including a band adjustment is due every 24,000 miles. The factory fluid is Mopar ATF+4, about 4 quarts on a drain and refill. Bands that drift out of adjustment cause harsh, late or slipping shifts.
What breaks first on an NV4500?
The 5th-gear mainshaft nut. It backs off, and 5th gear pops out or goes away entirely, most often on trucks that tow and lug in 5th. Downshift to 4th rather than lugging at full throttle below 1,800 rpm, run GL-4 lube, and use a revised nut when you fix it.
What should I upgrade first on a fueled 12-valve automatic?
The torque converter. A triple-disc billet converter with a lower stall is the usual first step, because the stock single-disc unit can't hold the extra torque. A performance valve body with higher line pressure and a deep pan come next.
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.